1^ 


^> 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


i# 


t/ 


& 
^ 


^ 


ip 


1.0 


I.I 


■^  1^    1 2.2 


u 


12.0 


1.8 


1.25      1.4 

1.6 

' 

^ 

6"     - 

► 

Photographic 

Sciences 
Corporation 


?3  WIST  MAIN  STREET 

V'iSSTBR.N.Y.  14S80 

(716)  872-4503 


\ 


•^ 


\\ 


*>** 

'   •^ 
^ 

^-*<!. 


;\ 


^ 


4? 


^0 


w 


s 


^ 


CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICIVIH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreproductions  /  Institut  Canadian  de  microreproductions  historiques 


Technical  and  Bibliographic  Notas/Notes  techniques  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique, 
which  may  alter  any  of  the  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


L'institut  a  microfilm^  le  meilleur  exemplaire 
qu'il  lui  a  6xi  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-Atre  uniques  du 
point  de  vue  bibliographique,  qui  peuv^nt  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  mithode  normale  de  filmage 
sont  indiquAs  ci-dessous. 


D 


D 


Coloured  covers/ 
Couverture  de  couleur 


I      I    Covers  damaged/ 


Couverture  endommagde 


Covers  restored  and/or  laminated/ 
Couverture  restaur^e  et/ou  pellicui^e 


n 

D 

D 


Coloured  pages/ 
Pages  de  couleur 

Pages  damaged/ 
Pages  endommag^es 

Pages  restored  and/or  laminated/ 
Pages  restaurdes  et/ou  pelliculdes 


n    Cover  title  missing/ 
Le  titre  de  couverture  manque 


Pages  discoloured,  stained  or  foxed/ 
Pages  d6color6es,  tachet^es  ou  piqu6es 


I      I    Coloured  maps/ 


Cartes  g6ographiques  en  couleur 


D 


Pages  detached/ 
Pages  d6tach6es 


D 


Coloured  init  (i.e.  other  than  blue  or  black)/ 
Encre  de  couleurii.e.  autre  que  bleue  ou  noire) 


Showthrough/ 
Transparence 


I      I    Coloured  plates  and/or  illustrations/ 


D 


Planches  et/ou  illustrations  en  couleur 

Bound  with  other  material/ 
Reli6  avec  d'autres  documents 


D 
D 


Quality  of  print  varies/ 
Qualiti  indgale  de  I'impression 

Includes  supplementary  material/ 
Comprend  du  materiel  suppldmentaire 


D 


D 


Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  re  liure  serree  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  intdrieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  om'tted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajout^es 
lors  d'une  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  6tait  possible,  ces  pages  n'ont 
pas  6td  filmdes. 


I      I    Only  edition  available/ 


D 


Seule  Edition  disponible 

Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellerri&nt 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  6X6  filmdes  i  nouvoau  de  fa^on  d 
obtenir  la  meilleure  image  possible. 


D 


Additional  comments:/ 
Commentaires  suppl6mentaires; 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  film6  au  taux  de  rMuction  indiqui  ci-dessous. 

10X  14X  18X  22X 


26X 


30X 


n/ 

12X 


16X 


20X 


24X 


28X 


32X 


I 

tails 
(  du 
odifier 
'  une 
mage 


The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 

National  Library  of  Canada 


The  images  appearing  here  are  the  best  quality 
possib'e  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


L'exemplaire  filmi  fut  reproduit  grfice  d  la 
ginirositi  de: 

Bibliothdque  nationale  du  Canada 


Les  images  suivantes  ont  6t6  reproduites  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  et 
de  la  nettet6  de  Texempiaire  film6,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


Les  exemplaires  originaux  dont  la  couverture  en 
papier  est  imprim6e  sont  filmfo  en  commenpant 
par  le  premier  plat  et  en  terminant  soit  par  la 
dernidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration.  soit  par  le  second 
plat,  selon  le  cas.  Tous  les  autres  exemplaires 
originaux  sont  f  ilmfo  en  commenpant  par  la 
premidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  dernidre  page  qui  comporte  une  telle 
empreinte. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  —»•( meaning  "CON- 
TINUED"), or  the  symbol  V  (meaning  "END"), 
whichever  applies. 


Un  des  symboies  suivants  apparattra  sur  la 
dernidre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbole  — ►  signifie  "A  SUIVRE",  le 
symbole  V  signifie  "FIN". 


Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
film6s  i  des  taux  de  reduction  diffdrents. 
Lorsque  le  document  est  trop  grand  pour  dtre 
reproduit  en  un  seul  clichd,  il  est  film6  A  partir 
de  Tangle  supirieur  gauche,  de  gauche  d  droite, 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  n6cessaire.  Les  diagrammes  suivants 
illustrent  la  mdthode. 


trrata 
to 


pelure, 
nd 


n 


32X 


t  ■   ■'*^:■:■;^ 

2 

3 

;     * 

1  :   •   /; 

t 

4 

6 

6 

t 


DiSTOItV,  STIlltTlllE,  m  STATISTICS 


OF 


PLANK  ROADS, 


IN  THE  UNITED  STATES  AND  CANADA. 


By   W.  KINGSFORD, 

CIVIL   ENGINEER   ON    ULDSdN    lilVEK    RAILROAD 


WITH 


KEMAEKS   OX   KOADS   IX  GEXERAL, 

By  F.  G.  SKIXNEK; 


AND 


A  LETTER  ON  TLANK  ROADS, 

By  the  IIox.  CIIARIiES  E.  CLARKE. 


1 


PIIILADELrillA: 

A.   HART,   LATE   CAREY  &   HART, 

Ko.  1-..0    CUKSTNUT    STREET. 

1852. 


■»(• 


'^'''■''--"''■''■'^b,  J 


Entered  ar,ordl„y  f„  Art  of  a.,ujrc.,,  !u  tlu  y,ur  ISJO,  iy 

J.  S.  ,>'K'/XXL'Ii, 

in  ,l,e  C/rrk-s  Office  of  the  DUtrlet  Conn  of  the  En.tern  District  of  PennsyU-ani.. 


Prinwl  l.y  T.  K.  cc  P.  O.  CcUica. 


4 


INTRODUCTION. 


TiiUKK  years  since,  a  work  was  piiblislicil  umlcr  the  title — "  A  Mantal  of  tfir 
riuNcipr.F.si  AM)  I'liACTici;  OF  KoAi)  Makinu,  \i\  Wii.mam  MnriiKMi  Gillesph:, 
rrolessur  of  Civil  Kngiiiet'i-int,'  in  Union  Colh-jio,  New  York." 

In  the  prcl'iice  to  that  work,  which  ou<,'ht  to  be  a  Imml-liook  in  every  common 
Bchool  in  the  Union,  it  i.s  very  justly  renuirkeil  that  "the  common  roails  of  the  United 
States  are  infiriur  to  thorn  of  any  ollwr  cirillz&l  count ri/.  Their  fauU.s  arc  those  of 
direction,  of  slopes,  of  sliajie,  uC  siirfucc,  ami  f^eneriiUy  of  ileliciciicy  of  all  the  attri- 
Ijutcs  of  iroo'l  mails.  Smiie  of  these  ilefect.s  are,  inileed,  the  iinaviiidable  results  of 
tlie  scantiness  nf  eajiital  ami  JabDiir  in  a  new  country,  but  most  of  them  arise  from 
ignorance  either  of  the  true  ])rlnciijles  of  road-making,  or  of  the  advantages  of  put- 
tinft  these  principles  info  practice." 

Nothing  can  be  more  obvious  than  the  ell'ect  of  good  or  bad  roads  on  the  value  of 
land  in  the,  region  where  they  exist ;  and  unfortunately  the  very  system  commonly 
called — "free  trade" — wiiich  scatters  instead  of  concentrating  the  cultivators  of  the 

soil teaching  tliem  to  g.i  looking  for  tlie  d'Mirest  market  to  sell  in,  and  the  cheapest 

to  buy  in— that  system  which  most  enhances  the  ?irv<:isili/  for  good  mails,  is  tiie  very 
one  which  most  impairs  and  lesscms  the  i)ower  to  make  or  to  connnaml  them.  We 
knjw  of  no  school,  except  our  Military  School,  in  which  are  regularly  and  thoroughly 
taught  the  principles  of  an  operation,  or  work,  which  is  intimately  connected  and 
interwiivcn  with  every  stej)  in  the  liusiness  and  i)Ursuits  of  rural  lif(!.  No,  not  a 
ste])  can  be  taken,  in  any  direction,  or  for  any  purpose,  that  dues  not  bring  into 
plav  the  ditl'erence  between  n  road  more  or  less  favourable  ♦o  the  movement  to  be 
made,  and  the  operation  to  be  performed:  the  resistance  or  diHiciilty.  and  of  course 
the  costs  of  triinsportation  depending  on  the  nature  of  its  surface,  elireclion,  und 
elopes:  in  a  word,  on  the  materials  and  mode  (d'  construction;  and  yet  not  one 
farmer's  sua  in  ten  thousand,  is  taught  the  A,  li,  (',  of  that  which  every  day  of  his 
life  is  to  affect  his  persuiial  ciimf;irt  and  the  profits  of  his  labour  ! 

For  our  jiart,  we  have  nothing  to  reproach  o\irselves  with  on  this  poir.t.  On  tlic 
contrary,  again  and  again,  have  we  dwelt  upon  the  importance  of  systematic  instruo- 
tion  in  all  our  schouls,  on  all  these  sulijects — the  construction  and  management  of 
gates,  mads,  bridges,  iS:c.  In  the  old  American  Farmer,  us  far  back  as  lSl!l»— thirty 
years  ago — we  endeavoureil  repeatedly  to  show,  how  towns  and  cities,  by  establishing 
good  roads,  might  rapidly  promote  their  growth  in  population  and  wealth  :  and  how, 
to  repeat  our  own  words,  "the  fruit  of  the  nursery  and  the  produce  of  the  plough, 
which  are  now  in  some  localities  almost  valueless  for  want  of  easy  transport  to  market, 
would  vield  to  the  laborious  husbandman  a  liberal  reward."  In  fact,  if  we  were 
called  upon  to  designate  b\it  one  useful  fruit  of  iiu'essant  anxiety  to  promote  the  wel- 
fare of  American  .Vgi'iculturists,  we  are  not  sure  that  we  would  not  turn  to  articles, 
that  would  of  themselves  mak(\  a  volume,  written  and  published  from  1820  to  18'!0, 
in  the  American  Farmer,  on  tlie  iinpniiaiicc  of  yood  roads  and  canals  and  the  prin- 
ciples of  thrir  conKlniclitin. 

At  that  time,  nothing  had  been  said  or  thought  of  about  Planlc  Roads;  but  we  are 
now  satisfied  that  I'lank  Roads  may  be  made  extensively  and  highly  instrumental  iu 
the  advancement  of  the  value  of  lands,  the  growth  of  towns,  and  to  the  progress  of 
the  arts,  which  is  but  another  word  for  the  progress  of  civilization  itself.    And  hence 

8 


4 


TNTKODITTION', 


it  ii>  tliiit  wi!  rcjirico  ill  tliu  o|i|iiiiiiiMii_v  III'  lii'ic  iiti'-cniin;.'  tlip  must  tli(ir(m;:li  sl<i'tch 

()!'  llic  lii^tury  ■■iiiil  |iiiiiri|il(-  nl'  rmiil-'  of  lli.it  suit,  tliiit,  ;i>  l';ir  us  we  lire  iiwiirc  nf, 
hiis  vi't  ii|i|i('iin'i|  ill  iiliy  ciniiitry.  Witlmiit  liic  |i1c;i»mi(' ipf  licin;;  ii(i|U:iiiift'i|  witli 
till!  iiiiiliiir.  Ml'.  KiM;si(iiiii,  tliis  cssiiy  i.s  ('iioiijjli  tn  iinlii'iili'  Ills  ]priptici('ii('_v  iis  n  civil 
ciiv'iin'i'i'.  Miii|  liis  i.ict,  lis  ;i  111:111  III'  liiisiiu'ss;  anil  tin-  valiii'  wliicli  must  io^mII  I'lniii 
tlic  i'iii|ilii,viiiriit  111'  ills  ii;_'ciHy.  to  111!  wliii  liiive  iicrii-iiiii  I'll'  scivifi's  ill  thiit  very  iiii- 
[icii'tiiiit  liiMTirli  III   iiiij.istrial  iiii|iiiivciiiciit. 

Ill   tlir  .Inly  iiuiiilicr,  we   |iiililis|ici|  an  essay  (Hi   tlic   cuiistnictiiiri  of  I'l.'UiU    iluails, 

Isimlly  wiilii'ii  I'll!'  "  Till'  I'Iniii'li.  tlic  I 111.  aiiij  llic  Anvil,  '  liy  tiic  llnii.  ('.  \].  Claiikk. 

Tiiiiii;.:li  li.i-tily  sjiclchcl  in  llic  miil-l  nf  liis  ijiiiics  as  a  iiiciiilicr  nl'  ('oii;:vcss.  tlio 
11  iiii'c  it  ill'  atlriii'tcil,  aiiil  tlir  ir.in^rci'  nC  it  In  jntii'nals  in  iliU'ciTnt  ]iai'ts  nl'  tlio 
cmiiitry,  have  siitisticij  us  tliiit  tin-  pulilio  iniiiil  is  in  |iui>iiit  nl'  iiinrc  niimitc  jirac- 
tical   iiistriii'tinii  mi  tlic  siilijcct. 

The  ri'.iiii'i' will  lint  t'iiil  In  iiiitii'i'  ill  tlii-  t'nller  aiel  ninre  clalmrate  cs«;iy,  the  snpjily 
(■!'  sniiie  niin>;inns  ill  tlie  niie  tn  whirli  we  have  rel'eirc.l,  ami  which  was  nieaiit  niily 
ns  nil  iiiiiliue  I'nr  the  ini|iiii'ei'.  He  will  iinlice  here,  what  we  hail  nurselves  siiicu 
witiicsseil  in  the  re|iaii,-  nf  a  pLiiiU  rna'l  at  Cnhnes.  N.  V.,  the  cailtinii  ti>  ••  hrcak- 
jnilits"  in  iayiiii.'  ilnwii  tlie  .-lee|ie|s,  lis  well  as  the  iimre  exact  estimates  here  ;iivcii 
(if  the  iiclii.il  CI -t  nl  iiiateii.ils  aid  ciiiistnictinii,  nf  all  the  voails  nf  this  snrt  alreaily 
built  in  the  I'liitc'l  .'^tatcs.  ninl  in  C.anaila.  The  ailvice  it  eniitaiiis  iils(i  iifraiiist  laying 
tlie  jil.Mil;  ir.a;;i'ii.illy,  .Ve.  l''nr  ihe  rea-niis  pivcii.  we  think  it  well  tn  make  frmii  tho 
"  Maliii.al  "  afnrcs.aiil  the  fnllnwiiii:  extract.  S|.cakinj.'  nf  layiiiir  ilnwn  the  planks, 
I'rnfc-snr  1 1 1  i.i.iisi'ii;  says:^-  I'nr  a  siicjle  tr.ack,  the  planks  (Usually  hciulnck,  pine, 
nr  n.ik,  accnr.lini:  tn  the  Incality.")  shoiilil  he  citrlit  feet  Imiir,  aid  three  nr  fmir  inches 
tliick.  aii'l  111'  laiil  acrn--  the  rn:d  at  nj/if  tiir/l'.s  tn  its  Icirjlli.  If  !aii|  IciiLithwisc 
nf  the  rna'l,  Imr-es  wniiM  he  ninre  liaMe  tn  slip,  ami  the  eids  wniihl  snmetiiiics  rise 
up  :  if  lai'l  n1ilii|iiely,  mic  cnil  wmiM  ti'iel  tn  spiin^j;  ii|i  when  the  weijilit  nf  11  vehielo 
prcc'l  iiiili;ilancci|  iipnii  the  nlhi.r.'' 

The  ninve  niie  eniiteiiiplaics  the  ]iracticalii!ity  aid  tlie  !iilvaiitafrps  of  these  m.iilsi, 
tlio  mnrc  niiiiierniis  seem  tn  lie  the  points  at.  .aid  the  wi'lcr  the  circles  williin  which 
they  111, ly  lie  lieiiclicially  intrniliiccl.  Tn  say  iinlhin;:  nf  their  teidcncy  tn  cnh.ince  Iho 
v.alac  lit  all  laids  tn  which  they  are  accc-itile.  their  aetinii  nii  the  j.'rnwlli  nf  nianii- 
factiirini:  aid  cnmiiicrci.al  tnwns  aid  villa;.'i's,  l,y  tlic  increase  nf  supplic-  tn  their 
inliahitanls,  aid  liie  enh.rjicnicnt  nf  ilirir  cninmerce,  ( their  cnn-triictinii  liein;.'  m.aiie, 
uidcrccitain  circiiiiis|aMce»,  a  matter  nt'  municipal  uidcrtakiiiL'.  I  Laying'  all  tlieso 
views  nf  the  sulijcct  asiili-.  every  re.a'Icr  nii  niir  tiile-watcr.s  can  call  tn  iiiinil  sninc 
Incality  within  his  ki.nwlcilue,  w  here  a  plank  rn.iij  mieht  iii.ake  mines  nf  nre,  nf  inarlilo, 
(if  ;;)'.iiiile,  nr  nt'  marl  ;  aiel  limlics  nf  wnml  .ami  lliiilier  laiel  .av.ailalile  ;  that  arc  imw 
uiius.'il  ami  rcmlereil  wnilliless  hy  the  expense  nf  lran-|iiirl.atinii.  Tn  aiil  every  niio 
in  fiirmiiiL'  an  c-limate  nf  what  may  li  ■  iriiin-'il  hy  the  inliniliiitinii  nf  such  mails,  ami 
tn  assist  in  uidi'rstaidin;^  where  tiny  may  lie  plntitalily  ciiii^Iriicteil,  is  the  nliject 
which  prmiipl-  11^  tn  lay  licfnic  niir  icailers  an  e~s,.|y  which  leavi's  little  nr  nnlhiiifr 
fiiiihcr  tn  lie  Icarncil  mi  the  siiliicct.  With  these  view-,  we  siiliinit  it  tn  the  <aiiivi- 
(leratinii  nf  reaiiers  generally,  in  the  lielief  that  it  will  he  fmiid  nf  much  interest  to 
all,  lis  a  niattcr  nf  pnpiilar  infnrmalinii,  ami  e-pecially  tn  such  imliviiliials  nr  enm- 
paiiic.s  us  iirnpnse  tn  cmistruct  such  rn.iil-'.  .1.   S.   Skin.vkii, 

l-'.'litor  <-•/  till'  I'li'ii'jii,  III,'  L'.uiii,  iiHil  thr  Atir'ih 


.',  I^.     Mr.  Ki\i;srniii)  is  now  eiifrat'eil  nn  the  Hiiilsnii  Hiver  I'ailrnail,  ami  may  hc> 
hires  sell  liy  letter  at  the  city  nf  llmlsnii.  Cnluniliia  (,'nunty,  N.  Y.,  nr  care  nf  LnckwouJ 
i.  (.'n.,  imlilisliei's,  l.'j'.i  rirnmlway,  -New  Vnrk. 


ri:\v  wo  1  IDS  on  rLAXK  no  ads. 


Anrlf. 


^VlTlll^■  tlic  lii.M  three  yi'iirs,  tlu!  j.luiik-road  system  has  become  a  part  of 
the  ecuiiuiiiv  III"  (lie  stall!  of  New  Vnfl<,  Siieeial  oiiaetmeiits  have  been 
lliaili:  to  meet  Ihe  cireiiiiislaiiee,  ami  lieliee  in  tlie  western  part  of  the  state 
private  enterpriser  lias  been  iilinmlantly  eiilisteil  in  this  sjiecies  of  iinpri)ve- 
ment.  So  satislaeturv  liave  been  thi:  resnlts,  that  the  iu'i<.'hb(airin;.'  and 
)nure  remote  soiitiierii  stales  have  eomnieneeil  to  inipiire  what  are  the  l>enelits 
whieh  jilanlc  roads  e\tend;  and  it  would  seem  that  this  improveil  mode  of 
eoninmiiiealion  is  likely  to  bei-onie  ^'em-rally  introdiieed. 

N'ery  little  has  hitli'erlo  been  said  upon  the  siibjeet,  ami  the  writer  lias 
thonL'lit  thai  it  would  not  be  nnaeeeptable  to  many,  to  enter  upon  an  in(|uiry 
as  lo  the  mode  of  eon>triielioii  and  tle>  probable  eost  of  plank  roads,  and  their 
advaiitaL'es  and  disadvantages  eon.-iihtred  in  ennnection  with  the  old  road- 
way ~brinj.'in;.'  forward  statements  of  the  results  which  are  admitted  to  have 
proceeded  ininiedialely  from  the  introduction  of  plank  roads.  It  must,  how- 
ever, be  allowed,  that  liilherlo,  with  the  advantages  which  are  diri'ct,  and 
recoHiiiseii  by  all,  some  deme.'its  have  been  found.  These,  the  writer  believes 
he  will  be  aide  to  eslaldish  to  have  j^'rown  up  from  vicious  principles  of  eou- 
struetion,  and  can  be  guarded  against,  and  in  the  greater  part  averted  by 
Jirudence  and  care. 

lllSTIlllV. 

The  lir>t  plank  roail  laid  down  in  inis  continent  was  on  the  road  leading 
oast  iVoni  'i'oronto,  during  the  government  of  Sir  l''rancis  ]5ond  Head,  iii 
rpper  <';inada,  in  Is:;,")-,';!'..  And  this  fact  is  recorded  in  the  Ue])"rt  of  the 
('(  inmissioners  of  (lie  \'(MUMjre  Street  lioad,  dated  "JOth  January,  \^'M.  It 
was  laid  down  experimentally,  with  i'J  feet  plaid<,  without  any  principle  of 
eonstrnetion,  beyond  laying  the  plank  on  slet'iiers.  The  circumstance  is  'l;us 
commenteil  upon  : 

"Tlic  trustees  liiiviiiif  cNiiniiiicil  t!ic  iiiccc  el'  iiliuiko'l  mail  mailc  lust  year,  ni  I 
tiii'linjr  tliiit  it  iiiiswcreil  n  iimcli  licttcr  iiurpef-e  tliaii  coiilil  li;ive  lieuu  unticipatoil, 
liiitli  with  rcjiinl  In  tlic  ciisi!  nt' trnvclliii;,'  mM'I  tiic  vitv  tritliiif;  cx])eiisc  iiltcu'liiifr  the 
Uecpiiifr  till'  Slime  in  rcpiiir,  cuiiic  tn  tlic  ik'toriiiiiiiitiuii  ol'  iirocei'iiiiis:  witii  tiic  same: 
tiiey  in'i'(iriliii;:ly  cniitniclcd  with  tlio  pnijii'lctor  nf  tlic  ste.ini  saw-mill  tn  iilank  one 
mile,  wliicli  WHS  eiim|ileleil  ill  a  very  short  time,  for  the  sum  of  t-'c'o.  (SlilOO.) 
excliiivc  of  fniaiiinn-  "n'  clniiiiiels,  ami  liiyiiijx  on  a  coat  (jf  loam,  or  siiud,  to  ]iievoiit 
the  wciH-  hy  horses'  i  iilks  and  friction  of  the  wheels.  They  beji;  further  to  «tiite  the 
vuail  has  ^fiveii  more  (reiieral  satisfaction  to  the  country,  and  as  it  is  evident  from 
the  I  xiierieiice  they  liiive  already  had,  that  the  cost  atteiidiiiu;  it  is  very  little  more  than 
oiie-t'ourlli  of  M  stone  road  ;  ami  the  expense  of  kcepinjr  a  ^Macadamized  road  in  repair 
liein^r  lirciiter  than  was  anticipated,  they  have  altogether  ahandoiicd  the  idea  of  Mae- 
udaiiiiziii;.',  and  liavi;  eontracteil  for  contimiing  the  [ilank  road  early  next  season." 

'I'here  is  no  certainty  tis  to  the  originator  of  the  experiment,  ft  is,  how- 
ever, gcnefjilly  believed  to  have  been  Mr.  Darcy  IJoultou. 

J)uring  tlieVollowing  year,  troubles  broke  imt  in  Canada, and  all  public  works 
were  stojiped,  uutil  the  iirrival  of  Mr.  Thompsou,  (afterwards  Lord  Sydenham,) 


6 


A  FEW  WORDS  OX  PLANK  ROADS. 


wlipn  an  iiniiftus  was  givon  to  the  wlmlc  <'ountry.  Tlic  TTon.  I^fr.  TTatniltnn 
Killaly  was  aiijioiiitctl  I'rcsiilciit  of  tin-  Hoard  of  Works,  and  under  lii.s 
diri'ction  plank  roads  bccatn*!  ono  of  tlio  iniprovcnicnts  of  tlic  day  Tlicy 
wtr(>  intnidtici'd  with  j,'r('at  success  in  rpper  Catiada.  Tn  Lower  (^mada, 
Col.  the  Hon.  tlcor!.'*'  r'atheart*  was  the  means  of  tlie  first  jdank  road  being 
laid  down  between  fionirueil  and  Cliainbly,  in  1X41. 

As  yet,  notiiinjr  had  been  (b»ne  in  tliis  state  towards  betteriiifr  the  lines  of 
cnnniiiuiicalinn,  and  it  was  reserved  for  the  eity  of  Syracuse  t(»  ))o  the  first 
tn  set  other  localities  an  (example.  In  lSo7,  tlio  Salina  ami  Central  Sijuaro 
l{oail  was  laid  down  under  the  direction  of  the  Hon.  ^Ir.  (ieddes  and  Mr. 
S.  Alvord,  who  are  entitled  to  the  credit  of  havinjr  introduced  the  pIaid<-road 
system  in  the  Cnitecl  States,  and  of  haviuf;  contributed  most  of  the  improve- 
ments on  the  ihi'i/kh  o/h  rini(/i  ob.served  in  Canada. 

One  cannot  help  eontrastin<r  the  diflerence  in  the  progress  the  system  has 
made  in  Canada  and  in  the  state  of  New  York. 

In  the  former,  where,  dating  from  tho  arrival  of  Lord  Sydenham,  plank 
roads  have  been  known  ten  years,  j,.,„^ 

Governinont  liavo  coiistnictoil  102 

Ami  ]iiiviiti'  ('ntri']irise  .'ilmut  (this  total  is  u.^isuiued,  ns  no  stiitcincut  liiis 
liL'fii  imblislKHlj '-TjO 

Total  miles 411! 

In  the  state  of  New  York,  Avhere  the  system  has  been  introilueed  about  four 
years,  upwards  of  iJlOl!  miles  have  been  registered,  and  are  eiuiMruefed,  or 
are  in  the  course  of  construction,  at  an  average  cost  of  •SlSijii  per  mile. 


til 
aj 
ol 

CII 

nl 
wl 


COMl'AKISON    WITH    OTIIKR   UOADS. 

The  road  which  must  be  considered  principally  in  connection  with  plank 
roads  is  the  Macadam  road.  And  if  it  can  be  shown  that  the  cost  of  u  plank 
road  is  iniinitely  less — that  it  is  easier  for  the  hor.se  to  draw  upon — ami  that 
such  a  roiid  costs  less  for  repairs  ami  is  more  dura))le  than  u  Macadam  road— 
the  proposition  of  superiority  may  bo  considered  proven. 

The  ([Uestion  of  draught  is  the  one  iirst  to  be  considered.  Experiment  has 
determined  the  load  which  a  horse  is  ca])iible  of  drawing  on  the  platdc  roatl 
to  be  so  weighty,  that  one  almost  hesitates  to  set  it  down  from  fear  of  tho 
accusation  of  exaggeration.  On  the  Saliua  and  Central  road,  a  few  Aveeks 
back,  for  a  w;iger,  ti  teamj'  brought  in,  without  any  extraordinary  strain,  six 
tons  of  iron  from  Hrewerton,  a  distance  of  twelve  miles,  to  Syracuse.  One 
and  a  half  cords  uf  green  beach  is  ii  common  load,  which  is  e(|uivalent  to 
flO  cwt. — 4]  tons.  And  there  is  so  little  resistance  on  a  properly  constructed 
road,  that  nn  average  team  can  travel  with  this  load  from  thirty  to  thirty-hve 
miles  day  alter  day,  at  the  rate  of  from  three  to  four  miles  an  hour.  Indeed, 
the  farmer  does  not  seem  to  m.ike  any  calculations  of  the  weight  taken.  Ho 
loads  his  wagon  as  best  he  can,  and  tlu(  only  care  is  not  to  exceed  the 
(piantity  which  it  will  carry;  whether  the  team  can  draw  the  load,  is  not  ;i 
consideration — for  those  who  travel  on  plaidc  roads  attirm  that  the  only  danger 
i.s  that  the  wagon  cannot  bear  the  load,  not  that  the  horse  cannot  draw  it. 

*  Tiio  prt'sptit  Governor  of  the  Tower  rif  Loudon,  iiinl  ono  of  the  most  (li.stiiiKui.slied 
cavalry  otliecrs  of  the  day.  Col.  ("uthciiit  w:is  nt  Wiitcfloo,  as  !iiiU'-ile-i'iim]i  of  the 
Duke  of  Wellington:  jinil  viis  fornicily  Colonel  of  the  Kinji's  Drii^^oon  Guiirtl.s.  lie 
is  one  of  the  niiiny  in:<t;ini  es  (jf  niilitMiy  men  lnin;iinf:  to  civil  life  a  liifrh  order  of 
intellect,  which  service  seems  toliiive  iiuickened.  .\nd  like  his  great  nnister.  he  thinks 
no  detail  too  insi;niifieant— mi  labor  too  ^qeat.  The  Chambly  iiud  Loiigueil  Hoad  was 
constructed  pvinciiially  aftei'  his  instructions. 

f  Where  tliis  expression  is  made  u.se  of,  it  means  two  horKCS. 


*? 


A   FEW  WORDfS  ON   PLANK  ROADS. 


fr.  Tljimilton 
1  Miiilcr  liiM 
<ia.v.  Tlioy 
wcr  ('arifiiin, 
k  roiid  being 

flio  linos  of 
1)0  tli(!  first 
ritriil  Stjiiaro 
los  and  Mr. 
'  IiIanl<-inaJ 
ho  improve- 

systcm  lias 

iliam,  plank 

Milo... 
I'JJ 

It    llMS 

'jr.o 

4lL' 

alxiiit  four 
Mrnctcd,  or 
mile. 


with  plank 

•if  a  plank 

I — and  that 

luni  road — 

rinicnt  has 
plank  road 
I'car  of  the 
lew   weeks 

strain,  six 
;use.  One 
livalejit  to 
iinstnicted 

thirty-five 
Indeed, 
iken.  Ho 
xceed  the 
1,  is  not  a 
dy  danger 
raw  it. 

■<tiri{i;ui.slic(l 
iiiiiji  (if  the 
iiinls.  He 
li  order  of 
'.  lie  tliiuks 
1  Uoud  wtts 


A  ^'ond  instanef^  of  what  can  bo  nc'  niplished  may  bo  related  of  tho 
Wes>ern  Kmul,  whiih  eoinmenee^  at  Alhaiiy.  A  farmer  who  had  a  larffc 
timlieved  farm,  havinjr  S'lld  the  wooil,  carted  it  to  tins  side  of  the  jtlaiik  road, 
and  pileil  it.  His  eontra<'t  was  to  take  the  wood  into  Albany,  a  distance 
of  eleven  miles,  at  .Sl.iVi  per  cord  for  hauliiij.'.  With  a  single  team  his  load 
consisted  of  a  cord  and  a  half,  and  having  engaged  to  transport  plaster  for  a 
milh-r,  at  7.")  els.  tin.'  ton,  he  loaded  his  wagon  for  the  return  trip,  which 
was  weighed  in  the  usual  manner  for  tho  adjustment  of  tho  carryiuj.'  account. 
Tli(!  ordinary  load  was  three  tons.  'I'ho  trips  backward  and  forward  wore 
easily  made  In  a  day.     Thus  his  receipts  wore 

Cartage  1]  cord  of  liard  wood,  Oi',  §1.50 ?L'.2r) 

"        3  tons  of  jilnster,  (fi)  lo  cts -.-5 

$i.r.o 
Payment  of  tolls,  11  miles  each  way,  22  (^  U •";{ 

Return  per  diem $1.17 

That  groat  loads  can  bo  drawn  on  Macadam  roads  (nv  inotal  roads,  as  they 
arc  iiften  called)  cannot  Ijc;  called  in  (pu:stion,  but  at  the  same  time  it  is  to  be 
remarked  that,  on  the  first  construction  at  least,  tho  resistance  to  the  tractive 
power  will  be  greater  than  on  tho  smooth,  even,  compact  surfaei!  of  the 
])lank.  A  jieriod  must  even  intervene  bidore  the  metal  becomes  solid  ;  and 
those  who  have  at  all  watched  how  metal  roads  are  influenced,  admit  the  ne- 
cessity of  constant  repairs.  In  and  about  largo  towns  tho  main  Macadamized 
avenues  have  annually  to  be  covered  with  an  entire  coat  of  metal,  and  the 
road,  to  be  kept  in  order,  has  o(»nstantly  to  be  watched  fronj  tho  day  tho  stone 
is  first  placed  upon  it.  Thus,  independently  of  the  difTerenco  of  surface  of 
the  best  nu'tal  road  and  of  the  ordinary  plank  road,  constant  repairs  increase 
the  resistance.  When  newly  laid,  the  resistance  for  heavy  trains  on  the  latter 
has  been  calculated  variously  at  1  in  !)S  and  at  1  in  70,  while  that  of  the  stone 
road  in  perfect  condition  is  named  at  1  in  (57.  Jiut  while  tho  plank  road  for 
at  least  two  years  after  it  has  be'en  laid  down  retains  an  ecjUality  of  surface, 
the  stone  road  is  never  in  such  order  that  so  low  a  ratio  oi  resistance  can  be 
received.  In  ordinary  condition,  the  resistance  of  1  in  25  is  received.  Taking 
a  mean  of  tho  two,  we  may  call  the  averagt;  resistance  of  the  Macadam  road 
1  in  d'l. 
'I'o  recapitulate,  we  have  the  two  resistances: 

On  tho  platdv  road  I  in  "0. 

On  the  .Macadam  road  1  in  4(5. 
Nor  can  it  be  said  that  this  comparison  is  much  exaggerated.  Even  those 
who  differ  from  it  supply  data  but  little  less  favourable.  Tho  ctmiparison  even 
eonlinues  as  both  roads  are  worn.  On  tlie  .Macadam  road  the  i/cfrifus,  which 
in  dry  weather  fiinls  vent  in  dust,  in  wet  weather  exercises  considerable  re- 
sistance, so  that  wdiatever  inerpialities  exist  are  felt  in  all  weathers;  whereas 
on  the  plaidv  road,  in  dry  weather,  tho  cavities  wdiich  are  worn  are  traversed 
imperceptibly  by  tht;  tiro,  for  they  are  closed  up  by  the  indurated  sand  and  earth 
deposited  on  tho  surface.  IJut  in  wet  weather  it  is  not  so — the  sand  softened 
l>y  tho  water  offers  no  resistance  to  the  tiro,  which  sinks  down  to  the  worn 
]ilank.  And  as  in  pine  roads  the  surface  is  generally  worn  with  regularity, 
although  inferior  to  a  now  road,  there  is  nothing  strikingly  objectionable  in  it, 
after  it  has  been  somewdiat  worn.  8omo  comparison  can  therefore  bo  made 
between  a  Macadam  road  and  a  ])lank  road  in  that  state.  In  dry  weathT 
the  planks,  being  protected  by  the  .«and  placed  over  them,  present  a  hard 
regular  surface ;  while  on  tho  Macadam  road  whatever  is  bad  is  felt  by  the 
traveller  without  counterbalancing  influences.     Nor  in  wet  weather  is  the 


.m 


8 


A  FEW  WOHD.S  O.V  TLANK  ROADS. 


plunk  r't:i.l  iimcli  ilitrrinnitol.  Vxr  so  loiip  as  tlic  iiluiks  iirc  firnily  fixed  mij 
do  not  spriii;:,  iIhtc  is  little  iiicri'ascil  friction;  hut  with  rcpml  to  Macudiim- 
izt.l  roads,  iiidr|Miid(iitIy  of  ruts  and  lioics,  tlio  rcsiHtancf  is  IncrcaHcd  )iy  tho 
Tiulvcri/i'd  stone,  fdrincd  \<y  (lie  water  into  an  adhesive  matter;  so  nineh  so,  thiit 
a  word  has  hceti  a|i|iro|iriat('d  to  denote  this  state.  Thus,  to  sjieak  of  "  heavy 
roiids"  is  to  convey  a  (dear  ami  definite  meaning'.  It  is  tlierefore  a|iparont 
that,  in  pursuing'  the  in(|uiry,  to  wliat  extent  the  tractive  power  is  impelled 
on  eaidi  class  of  road,  in  tlie  diU'erent  sta;,'es  of  newly  laid  and  out  of  repair, 
the  superior  advantajies  of  tlie  plank  road  beconu)  fully  estal»lishe(|. 

Some  attempt  has  lieeii  made  to  draw  comfiarisons  Ix'tween  thi'  tinio  a 
horse  will  la>f  nn  a  Macadam  and  on  a  plank  road.  It  has  heeii  asserte(|  that 
horses  tra\cllin^' mostl} or  occasionally  over  plank  roads  are  mined  lieforo 
thi'ir  time.  Hut  it  will  l>e  found  that  this  opininn  rests  alto^rether  upon  what 
is  (ilisi'rveil  to  uccur,  either  when  the  plank  surface!  is  hadly  ennstructed,  or 
where  the  ]Mi\ver  of  tlu'  animal  is  mismana^red.  If,  for  instance,  the  strin^'- 
crs  are  laid  without  eare,  the  jiercnlations  of  the  water  increase  the  defect, 
nnd  any  weight  passin;^  over  the  road  is  succeeded  hy  a  rchound  varying' with 
the  velocity  of  the  ])assai:e ;  and  it  is  this  reliound  or  elasticity  whieli 
operates  perniciously  on  tlu!  horse.  It  is  only  necessary  fir  a  man  to  run 
some  little  distance  on  a  causeway  havinij  this  defect,  and  he  will  feel  at  once 
the  difference  lietween  a  well  and  ill  constructed  road.  .^IisnnlnaJ:cnn■nt  is 
a  principal  and  freipient  cause  of  deterioration  of  the  horse's  vitality  and 
cnduramc.  Owing  to  the  trifling  resitttance  eneimntercd  on  a  plank  road, 
and  the  consc(|uent  ease;  with  which  a  j:rcat  weiLdit  is  drawn,  drivers,  without 
noting  the  rate  at  which  they  travel,  press  their  Imrses  lieyond  their  strength. 
The  axiom  has  long  heen  received  that  it  is  sjieed,  not  weight,  which  destroys 
the  horse.  "  It  is  the  pace  that  kills  "  The  argument  against  the  jdank  road 
derived  from  this  ohs^rvation,  and  making  its  inference  from  the  very  exi'id- 
Icnee  of  the  road,  is  |)alpal)ly  vicious.  On  the  Alhany  road  two  gi'iitlemeii 
in  a  hired  huggy  with  an  ordinary  hack,  went  a  distance  of  twtdve  miles  out, 
and  returned.  This  was  in  the  nmnth  of  April  last,  at  the  hreakiiig  uj)  of 
the  winter,  when  the  other  roa(l>  were  nearly  imjiassalde.  The  distance  be- 
tween two  gates,  five  miles,  was  jierfnrmed  at  the  usu.al  natural  gait,  without 
the  animal  being  in  the  least  kept  up  to  his  work,  in  tweiity-three  minutes 
going,  and  twenty-seven  ndnutcs  returning.  On  their  return  to  Alliany,  the 
hor.<e  evinced  no  signs  of  fatigue.  In  icclity,  liien'  is  nothing  to  warrant  the 
inference  that  the  hor.se  is  a  sullirer  on  a  well-nijide  jilank  road.  On  tin; 
contrary,  it  may  be  sai<l  witlmut  eimti'adietion, — that  the  horse,  when  not 
pressed  lieyond  his  .>frengih,  can  work  longer  and  be  alway.s  in  belter  eou- 
cition  on  a  |ilaidc  road  than  on  any  road  whatsoever. 

Suflieieiit  data  an!  at  hand  to  t'orm  .i  jn'oxiniate  ratio  ef  the  superior  advan- 
tages (if  the  plank  mad. 

Tho  jtre]ionderanee  in  favour  of  the  plank  road,  as  compared  with  a  com- 
mnn  country  road,  may  be  stated  as  ranging  from  L'i  to  I,  to  (J  to  1 — vary- 
ing with  the  season  and  the  locality.  The  former  ratio  may  be  considered  to 
denote  the  average  comparison,  at  tlie  eommen<'ement  of  the  bad  season,  on 
gravelly  soils — the  latter,  where  the  road  pa>ses  through  heavy  sand,  l-'arm- 
ers  take  a  cord  and  a  half  of  green  wood,  in  place  of  half  and  three  (piartcrs 
of  a  cord  ;  Sll  bushels  of  rye  and  I  (Ml  bu.-liejs  of  oats,  when,  formerlv,  they 
carried  -U>  and  i)0  bushels  ;  "JOO  plaid:  in  the  place  of  SO  toJM).  Thisisdone 
at  tlie  rate  of  four  miles  an  hour;  whereas,  tliree  miles  an  hour,  when  tho 
road  was  in  tolerable  order,  was  considered  rapid  travelling  with  a  team. 
A  mannfaoturur  of  I'tica  formerly  trans]»orted  from  the  railroad  to  his  es- 
tablishment — a  distance  of  seven  miles — ten  bales  of  cotton  per  dav,  with 
two  team.<,  which  made,  each,  but  one  daily  trip;  but  on  the  recently  cuu- 


JM,' 


A   FHV   WoiU)S  OX  IM.AVK    KOADS. 


striiftid  plunk  ritatl,  Miic  tc  mn  |iiifuriii>  tlir  ji.iinicy  Mvicf,  dcliviriii).'  l."»  li.ili'S 
•  lail}.  Till'  aviTiij."'  wciiflit  of  i\  Ixilc  uf  cufripti  is  '»  i-wf.  ;  tliiTi't'iirc,  oiio 
fcaiii  is  now  ('i|iiiil  fii  till-  wiir!;  iif7:"i  iw(.,  wiiiii-  mi  flic  nlij  rnail  it  was  i'(|nal 
diily  til  '_'."•  cwf.  'j'lii'M'  Inails  iiiiist  1. 1'  coii^iilcn  (|  lair  avrrap'  liiiril(ii-<,  witli- 
out  till'  i'111'ri.'ii's  of  till'  liiPi'M-  Ik  iiiL'  imt'iiirly  taxril.  On  ;i  Icvfl,  ,Mui:ii|ain, 
Kiij.'lisli  riiail,  writers  a^rifi'  that  tlu'  ixtrciiii'  W(i;rlit  of  ilraii^rlit  for  u  siiii,'!t; 
iiofsi',  in  jicrft'cf  eoinlitioii,  is  ;il(H>  llis. — ami  that  "to  plari'on  iiiun'  )'  coiiifs  ii 
crui'ltN ,"  wliicli  woiiM  ^'\\f  the  iiiaxiinmii  powrr  of  tiai'tioii  toa  tciiu  of  tl'Jttll 
'llis.  That  sin'li  is  inferior  to  tin-  aiiioiiut  \\hiili  has  heeii  earrieil  oii  a  plank 
road,  without  (listres-iing  the  Imrscs,  tlio  iiiciih'nt  of  six  tons  taki  ii  on  the 
^'aliiia  mail  is  a  prn.if  While,  therefi.rt?,  we  take  '■>  to  ;»}  tons  as  ii  iiieiliiini 
loail  on  u  plank  r"acl.  wi'  may  assume  'J  tons  to  he  lair  (Iraui^ht  on  the 
Maeadani  road — the  same  time  to  he  made  hyeaeh. 

These  calculations  would  ;/ivc  a  ratio  of.'!  to  "J  in  favor  of  the  jdank  road. 
]\lr.  tiillespie,  ill  his  work  mi  roads,  rates  the  dill'erenei'  at  twice  as  much. 

CnMI'.Ml.VnVK   <"nsT   ol'  TIIK  TWii   IKiAlis. 

The  next  iii(|niry  i^  the  comparative  cost  of  plank  and  Macadam  roails. 
Tlii.x,  of  course,  will  vary  with  localities.  Known  results  in  one  region  will 
assist,  in  forming  estim.atcs  for  another. 

It  i.>  stated  ill  the  rrpdM  of  the  Commissimieis  of  l.nanl  of  U'orks  of  (.'a- 
nad.a,  tor  the  yc:ir  einling  IS^S,  that  the  average  cost  of  th"  lifty-six  miles  of 
Mac;ii!aiiii/ed  mad  iiiidci  the  jurisdiction  of  the  ,>iontreal  turnpike  trustees, 
was  .S.'Ml'cJ  per  mile.  Two  mihs  were  laid  hy  the  way  of  experim  'lit,  co>tiiig 
.?•'!•_')».■>  per  mile — the,  lowest  price  at  which  any  .Maciidam  road  wa.s  made — 
the  greatest  cost  lieing  Sjsss.  IJut  on  this  road,  extending  seven  miles  from 
JNloiitreal  to  liachiiie,  there  was  heavy  cutting  on  two  hill.v  Tlii'  repairs  for 
the  last  eight  years  have  ln;cii,  aiiiinaily,  !?"J(I(>  a  mile — ahout  •-,  of  the  origi- 
nal cost.  At  t^iielicc,  the  average  co.-t  of  thirty-mie  miles  was  .^UdiMl  per 
mile;  till!  re]iairs  amounting  per  mile,  annually,  to!?|(l.');  ^'■  of  the  whole 
eo.-;t.  On  the  Port  Hope  road,  the  ri'pairs  per  mile  were  !?o(IO;  on  the  road 
from  Toronto  to  Springlieid,  ^'>\  1  ;  hut  this  mad  is  de>erilied  as  worn,  out  in 
jiiaiiy  places.  Therefore,  the  cost  of  a  .^lae.•ldalnized  mad  may  bo  safely 
:i--iiiiicd  at  J'^.'llOd  per  mile,  with  the  necessity  of  an  annual  cxpeiidiiure  of 
alioiit  ijl.'iO  ]Hr  mile. 

'I'he  lo-t  of  a  plank  mad  depends  on  contingencies,  Init  may  l'<'  stated, 
with  tolcralile  aei'iiraey.  to  range  fmm  81'JIMt  to  .':^•JIMI(l  per  mile,  w  in  re  there 
is  no  extraordinary  item  of  expenditure,  and  aeeordiiiL'  as  tin-  mad  may  lie 
liiiilt  of  hard  wood, — maple,  or  hemlock.  The  read.'r  is  referred  to  Appendix 
Js'o.  1,  where  tin'  prices  of  .some  of  the  roads  emislriu'ted  are  given  in  a 
.'Schedule,  with  other  items  in  connection  with  this  ini|uiry. 

For  till'  sike  o!'  estalilishing  a  comparison,  a  medium  cost,  .SlTTiO  per  iiiilo, 
is  assumeil. 

The  repairs  which  a  pliiik  mad  will  need  for  the  first  two  years  might  to 
lie  trilling.  To  a  great  extent,  at  this  early  period,  they  depend  upon  the 
mode  in  which  the  mad  has  lieeii  constructed.  If  it  has  hccii  Well  kept  up 
and  W(  11  drained,  and  the  .>leepi'rs  have  been  carefully  laid,  there  is  litth'  fear 
of  the  mad  settling,  iior  will  any  of  the  jilank  become  loose.  Kveii  mi  madn 
laiilt  before  i  .\|iericnce  had  pointed  out  a  gooil  mode  of  construction,  the 
repairs  were  not  a  heavy  charge.  The  ('h.ambly  and  iiOiigiieil  road,  Canada 
J'];ist,  was  laid  down  in  ISH,  with  white  liine,  wliicdi  generally  lasted  about 
four  years.  It  has  since  been  renewed,  and  the  mad  has  been  more  carefully 
constructed  ;  and  there  is  a  reasonable  expectation  that  it  will  last  seven 
years.     The  ordinary  annual  repairs  have  been  >}'■!■  a  mile.     It  is  nut  possi- 


-fM 


10 


A   FEW  WORDS  ON   PLANK    ROADS. 


bio  to  give  the  exact  traffic,  as  the  tolls  for  sixteen  miles  are  fanned  out  for 
5552'20  per  annum.  It  cannot  be  considered,  hy  any  moans,  that  this  road  is 
too  favourable  a  criterion,  for  it  was  among  the  first  built  on  the  con- 
tinent. 

I  assume  that  one  man  can  keep  miles  in  repair  during  the  first  years  of 
the  road,  and  the  following  estimate  of  yearly  expense  will  be  found  nearly 
correct  in  practice : 

1st  year ?2.00 

2.1     "     


5.00 

lid     "     7.00 

4th   "     10.00 

5th  "     10.00 

6th  "     15.00 

7th  "     liO.OO 

8th  "     reliiid 


Averaging  annually  for  7  years,  say  §10. 


SdO.OO 


After  the  third  year  some  of  the  planks  may  require  to  be  replaced  ;  but 
no  serious  repairs  will  be  called  tor,  especially  if  pine  be  used,  which,  being 
clear  from  knots,  however  worn,  will  afford  no  impediment  to  the  travel, 
until  the  plank  break  through,  when  it  will  become  necessary  to  raise 
them. 

The  eighth  year  we  may  consider  that  the  road  will  require  re-covering. 
From  the  roads  already  built,  we  are  satisfied,  that  at  this  period  the  stringers 
are  comparatively  uninjuv'il;  and,  therefore,  the  cost  of  plank  and  the 
labour  of  relaying  have  only  to  be  taken  into  account,  viz. : 

5280'  X  8'  X  3"=127.0OO  feet,  board  measure. 

Timher,    (siiy)  (,i\  $1 880.00 

lU'laving — per  mile 120.00 

rartiise— 127.OU0,  say  (W)  $1 127.00 

Sanding  siirfuco 150.00 


$12Sr,.(M) 

It  is  almost  needless  to  remark  the  price  of  the  timber  is  the  main  matter 
for  consideration ;  but  it  will  be  seen  that  the  sum  assumed  is  by  no  means  a 
low  one — hemlock  having  Ijccn  purchased  at  ^o.oO. 

Working  upon  those  libiTal  data,  we  can  arrive  at  a  proximation  of  the 
comparative  cost  of  a  ])lank  road  and  iMacadaniizod  road — including  the 
r<'pairs  for  seven  ycsars — assuming  that  at  the  expiration  of  the  sovontli  year, 
the  planks  have  been  relaid  and  t!!<'  .'Macadamization  thoroughly  repaired ; 
both  roads,  consequently,  being  in  perfect  order. 


}'f,in/c  lioad. 

Orijriii'i'.  tost  i)er  mile Sl""iO 

7  yi'.'irs  re])iiiis  (a)  flO 70 

Cost  of  relaying 12HG 


M'icii<hiiit.  lloail. 

Ori^riniil  cost  jier  mile ,.5'i500 

8  years  repairs  @  $130 1010 


5;il0(j 
Being  nearly  in  the  proportion  of  !?  to  2. 


S151U 


Thus,  the  Macadam  road  costs  with  regard  to  the  plank  road,  so  far  as  the 
means  of  comparison  exist,  on  an  extcmk'd  period  of  eight  years  needing 
repairs  and  restoration,  in  the  ratio  uf  o  to  2. 


¥  ' 


A   FEW    WORDS   OX    I'LAXIv    KOAOS. 


11 


(liiijjf  tho 


noediiig 


WHAT    I'l.ANK   ItOADS    I>(»   FOR   cnillS    IIMM    WriKII    TIIKY    IlUN   AND   THE 

i'it(»i'i:iaT  Tiir.oidii  aviikii  tiikv  I'Ass. 

Tliojio  skoptieiil  of  tlie  advaiitiiiri's  wliicli  plank  mails  liavo  oxtcmlcd  in  tlio 
t;linri  spa^'c  of  a  few  iiioiitlis,  would  do  well  to  examine  into  the  results  col- 
lectL'd  l>y  the  writer,  wliicli  lie  apjiends  in  detail. 

Indeed,  tlio  conininnieations  leadinL'  to  and  from  cities  are  paramount  in 
importance  for  the  furtherance  of  prosperity.  A  city  which  has  heen  rendered 
by  art  or  nature  accessible  (jii  every  side  becomes  the  centre  of  tho  surround- 
in;i  country — its  nia<ra/.ino  and  storediouse — and  the  point  from  which 
radiate  the  impelling  causes  of  industrial  and  airricultural  activity. 

AlJ'.ANV  has  one  plaidc  r<iad  in  connection  with  the  city.  Three  others 
are  projected.  The  traffic  in  the  dirccticm  of  the  eleven  miles  laid  down 
has  increased  110  per  cent. ;  farms  lyiuL'  conti;^uous  to  the  road  have  increased 
in  value  *_H)  {ler  cent.,  tVom  the  aei|uireil  facilities  of  takinir  produce  to  market. 
The  road  was  only  com]deted  in  September,  lS4!b 

Tliov. — A  short  plaidc  road  of  two  miles  and  a  half  leads  from  Troy  to 
LansiiiirburL'.  Since  it  has  been  constrm-ted,  the  traffic  has  doubled  between 
the  two  phu'cs.  Tlu;  brush  manufactories  have  increased  in  luimber  and  in 
extent  of  business,  and  the  site  of  a  foundry,  which  has  been  built,  was 
determined  by  the  vicinity  of  the  road.  The  people  in  the  neighbouring 
towns,  taught  liy  experience  to  ap]ireciate  tho  advantages  of  plaidi  roads, 
have  commenced  the  construction  of  two  new  liiu;s — 

The  Lansingburg  and  I'ittstown,        ...         7  nnles. 
Tiie  Washington  and  Kenssclaer,      ...       t2G  miles. 

On  both  roads  farmers  have  taken  large  amount  of  stock,  and  land  has 
been  given  with  such  good  will,  that  the  land-damages  will  not  exceed  ^■\iK}  ou 
eithi'r  liiu'. 

IlA^iii,'r(i.\  Coi'NTY. — The  Amsterdam  and  Fishdiouse  roail,  ICt  miles  in 
length,  opens  a  eommunication  from  this  thiidy  pojiulated  county  to  the 
Schenectady  and  I'tica  Railroad.  This  plaid;  road  is  to  bo  eontinuetl  to  a  vil- 
lage named  Northville,  six  miles  further;  and  although  only  opened  last  fall, 
has  already  had  considerable  influence  on  ])roperty.  The  business  of  tho 
tanneries  has  already  increasiMl,  owing  to  the  greater  facility  of  carting  hides 
and  taking  leather  to  market.  Three  new  taiuieries  are  now  in  operation 
on  the  line.  'Idle  value  of  land  on  and  near  the  road  has  increased  21'  per 
cent.  Owing  to  the  woodlands  in  Hamilton  county  thus  becoming  accessi- 
ble, they  have  risen  greatly  in  value.  Several  new  saw-mills  have  been 
erected,  and  lumber  at  the  mill,  witli(uit  regard  to  tho  market  price,  is  rated 
at  a  luLfln'r  price.  Previous  to  the  road  being  jdanked,  these  lands  had  no 
sale.  'I'hey  are  now  brought  into  the  market — the  attenti(Ui  of  jieople  is 
directed  to  them.  Owners  are  beginning  to  look  up  hmg  neglected  tracts, 
and  are  setting  guards  to  see  that  the  trees  are  not  cut,  and  that  trespasses 
are  not  committed.  The  average  value  of  farm  land  is  about  8S,  and  farmers 
have  coiimieueecl  to  ))ay  much  more  attention  to  them,  since  an  avenue  has 
bi'cn  opened  for  their  jiroduce. 

Till'.  I'dNDA  AM)  (\\HiMiA  IldAK  ruiis  frcuu  the  small  village  of  Fonda, 
northerly,  along  tho  Cayaduta  creek,  and  one  of  its  branches,  up  to  lake 
Caroga,  in  Hamilton  county.  IJefbre  its  construction,  property  at  the  north- 
ern end  was  not  saleable  from  being  inaccessible,  and  any  <|uantity  of  it  couhl 
have  been  bought  fntin  iifty  cents  to  one  dollar  the  acre  :  it  is  now  h(dd  at  !if2 
and  $'•].  iiinnber,  at  the  mills  manufactured,  has  increased  in  value  to  tho 
owner  81 '>  per  thousand — being  the  diffi'iciice  of  expense  in  transporting  it 
to  water  communication.  Hut  the  luuiberer  experiencesa  greater  advantage. 
Heretofore  he  has  had  to  lie  out  of  the  moaey  paid  for  carting,  for  six  months; 


12 


A   FEW   WORDS   ON   I'LANK   ROADS. 


wiiitcT  liaviiif;  lieon  the  nnly  porind  when  lunil^n'  could  ]iv  broufrht  down. 
Witli  the  jiliiuk  road,  luniljcr  can  lio  rcinovod  in  any  season,  and  be  can 
keep  it  by  liini  until  the  opening-  of  the  niivigation. 

1"lu!  price  of  firewnod  in  Foiidii  liiis,  im  ocjcasions,  been  as  high  as  8G — 
the  ordinary  price  was  B'-'>\.  Tiie  iinifdrni  cost  is  now  8-.7;J — and  can 
always  be  purcliascd ;  when  formerly,  the  weather  often  prevented  wagons 
from  coming  in,  and,  as  usual  in  such  cases,  the  poorer  popuhition  sufl'ered. 

Fultdnville  and  .Jdhnstown  road,  five  miles  in  length,  has  been  cnntinued 
a  further  distance  of  ix  miles,  to  IJennett's  Corner.  'J'he  comj)any  liad  to 
purchase  an  old  bridge  across  the  ]\loliawk,  to  connect  Fultiinvilie  witl  the 
country  north  of  the  river.  On  opening  the  road,  the  bridge-toil  was  reduced 
from  nine  cents  to  four  cents,  including  the  toll  of  the  road  to  the  second  gate. 
The  increase  of  travel  has  been  'J;')  per  cent.  Property  in  Fulloiiville  has 
incrcjised  in  value  about  10  ])er  cent.  The  traffic  between  the  two  banks  of 
the  .Mohiiwk  liii^  lieeii  doubled;  along  tin;  line  of  road  farms  have  risen  in 
value.  This  ro;id  is,  also,  one  of  the  communications  openeil  to  Ibunilton 
county  ;  and  at  its  termination,  lauds  have  been  affected  to  the  extent  already 
described. 

I'tr'A. — One  hundred  and  sixty-three  miles  of  jdank  road  mny  be  said  to 
belong  to  this  city  and  converge  towards  it.  The.sc  roads,  further,  connect 
the  city  with  roads  leading  to  Jacket's  Harbour,  a  distance  of  .seventy  miles, 
and  to  Oswego,  a  distance  of  sixty  miles.  Prior  to  the  introduction  of  plank 
ro.ids,  (luring  the  fall  ami  sjiring,  farmers  could  not  take  to  the  eity  loads  ex- 
ceeding S  cwt.  At  these  seasons,  the  streets,  markets,  and  hotels  would  bo 
dc.si'rted,  presenting  a  painful  aspect  of  depression  <pf  industry,  in  fact,  it  was 
only  in  the  deep  winter,  when  the  sleighing  was  good,  and  in  tlie  clear  siiminer 
months,  that  active  business  could  be  relied  upon.  Tlu  plank  rnads  liave  e(|ual- 
izcd  the  seasons.  Farmers  can  now  come  in  every  day  in  the  yiar.  'I'iiere  is 
a  steady  trade  carried  nn,  and  it  is  as>erte(l  that  business  has  increased  100 
percent.  The  streets  bear  witness  to  tliis  prosperity,  for  in  all  weathers  they 
present  a  bustling  and  aiiiniated  appearance.  Indeed,  it  is  on  wet  days  that 
farnurs  often  prefer  driving  to  the  city,  having  little  occupation  at  home  in 
bad  weather. 

Property  has  incre.i-ed  in  vahie  1.")  pei nt.  ;  the  jtopulation   '2'>  per  cent. 

A  new  trade  has  gmun  up.  On  tiie  nortlii'rn  road,  the  wonllen  manufac- 
tures ill  operation,  smne  few  miles  I'mm  (tica,  were  in  the  habit,  nn  I  lie  cnio 
hand,  of  obtaining  tluir  supplies  liy  the  ciinal — ami  on  the  other,  of  import- 
ing tiieir  mamifactured  arlicle>  by  the  same  C(unmuiiication.  'I'hiv  now 
jiurchase  the  raw  nuiterial  at  ("rica.  and  stdl  their  goods  tiien — liius  cicating 
a  more  profitaiile  and  bi'tter  kind  nf  business,  (ienerally,  tiie  plaid<  roads 
'tica  prov(!  tiiat  the  travel  is  soon  doubled.  What  rati'  of  increase 
low  camiot  be  anticijiated.  The  surrounding  woml  lamls  iiave  con- 
y  increaseil  in  value;  furnu'rly,  tlu'y  were  .'^^carcely  .salealde.  The 
is  now  I'.'giilarly  cut  ;  ciiiisei|uently  cord-wood  has  liei'U  reduced  in 
value  dill'  dollar  and  a  half  a  cird — the  difference  of  cai'ting  IVom  bits  smne 
short  distance  from  l'tic;i;  and,  as  ;!."),()<MI  cnnls  are  annually  ciMisumed  in 
I'tica,  there  is  an  annual  saving  of  S.'tll, (Mil )^  which  would  be  the  original  cost 
of  alhiiif  thirty  miles  of  plank  road. 

On  the  Home  and  I'tica  roa'l,  property,  .siune  few  mih's  from  Ptica,  ha.s 
gone  U]i  "Jf)  per  cent. 

(Ml  the  Ptica  and  Illion  road,  the  advaiU'C  is  laid  at  1  ">  jier  cent. 

Till'  Plica,  Clinton,  ami  Waterville,  and  the  Ptica  and  Walerville  roads, 
furnish  a  good  instance  of  the  intlui'Uce  of  phiidv  roads.  Tin;  latter  was  the 
old  main  road,  and  when  the  former  was  built,  all  the  traffic  was  turned  to  the 
new  road;    and  the  little  village  of  Hartford,  situated  on  the  old  road,  was 


aliout 
will  f. 
sideral 
timliii 


com 
sun 
Init 
hi: 

n\-  t 
'J'he 
of 

now 

frail 

J'acti 

roai 

said 

hillei 

will 
mile 

o 

to  ••^ 
Oi 

abiiii 
Oi 

in  v, 
S.-i 

ril   \r. 

iJjari 


A   TT.W  TVonnS   ox   I'LAXK   ROADS. 


quite  ilcscrti'fl.     Tlio  result  Wiis  tlie  (Ictcriiiiiiatinii  of  tlio  rcsiilcMits  tbrn?  to 

Ic  tliriiiiL'li  -New  llartt'nrJ  t"  I'ticii,  liy 


has 


■  n  Kills, 

was  tlio 

(1  t(i  the 

ijud,  waa 


■'■tiiriK'il  to  the  road,  hut  property  lu- 
cent., ami  ill  Watervillc  20  per  cent, 
iliu  ailvauee  on  property  has  heeii  15 


continue  a  nind  direct  fnoii  Watervil 
which  means  the  lost  travel  not  oi' 
creased  in  New  Jlartford   about  ;■ 

On  the   (tieaand   Frankl'ord  ro;:    , 
per  cent. 

HoMK  is  the  centre  nf  one  hundred  and  forty-ei;;lit  miles  of  plank  road  : 
as  in  tliecase  of  I'tica,  the  trade  has  heeii  efpialized — for  there  is  business  for 
every  day  in  the  year,  and  its  amount  is  much  extended.  The  storai.fe  and 
forwarding  business  has  increased  iioi  l^er  cent,  while  travel  t(j  and  from 
liome  and  adjacent  places  has  been  doubled.  Property  coiiimaiids  a  iiimdi 
more  ready  stile  at  an  advance  of  1(1  per  cent.,  and  a  general  impetus  has  been 
given  to  this  enterprising  little  city. 

On  the  Home  and  Oswego  road,  lamls  have  increased  in  value  85  an  acre  j 
formerly,  they  were  not  saleable  except  at  a  great  sacritice. 

On  tile  IbiMie  and  Western  road,  the  increase  has  beiju  85  an  acre. 

On  the  l{ome  and  Taberg  road,  the  advance;  has  been  85  an  acre. 

SYK.AfTsK. — Ninety-nine  miles  of  plank  roads  run  into  Syracuse,  and  their 
benetieial  intliieiiee  upon  the  prosperity  of  the  city  is  fully  established.  Tlio 
city  has  become  the  focus  of  a  lively  and  an  extended  trade,  and  it  is  consi- 
dered that  these  roads  have  been  more  instrunienta!  in  conducing  to  priisperity 
than  the  Krie  Canal.  The  forwarding  trade  has  received  a  great  stimulus. 
The  population  has  more  than  doubled;  and  as  in  the  case  of  I'fica  and 
Itome,  there  is  a  steady  trade  in  the  fall  and  spring  of  the  year — the  periods 
of  bad  roails — when  before  there  was  none  at  all.  Ileal  estate  has  increased 
in  value  15  per  cent,  north  of  the  canal;  on  the  Salina  side,  tlit;  increase 
averages  '!')  [h'Y  cent.,  and  in  some  locations  directly  on  the  line  of  the  road 
Wolfe  street  property  has  more  than  doubleil  in  value.  The  roads  have  had 
iniicli  infiueiiie  on  the  price  of  wood,  having  kept  the  supply  regular,  and 
the  ja'iec  uiiil'irm.  Owing  to  the  .Salt  Works  at  Saliiia,  a  great  i|iiantity  of 
wood  i>  usid,  to  tlie  amount  of  ;]25,O0O  cords  annually.  A  large  sup]ily 
coiues  by  tlie  canal,  Imt  about  75,(1(10  cords  are  brought  in  from  the 
surrounding  eounlry.  The  stock  generally  was  laid  in  during  the  siimniiT, 
but  the  supply  did  not  always  e(|ual  the  deeuind,  and  the  price  was  often 
high.  Thi-  began  to  be  seiisilily  felt  the  winter  preceding  the  construction 
of  the  Saliiia  and  Central  Sijuare  IJoad,  when  tlu;  price;  rose  to  8ii  and  8s. 
'J'lie  enii-tant  ]irice  of  cord-wood  now  is  from  8'2'2  to  8.')  a  cord.  The  holders 
of  woc'llaiids  also  havt;  been  directly  beneiited,  as  wood  on  the  ground  is 
now  worth  5li  cents  a  coi'd  ;  whereas,  with  the  f  uauer  iniperfeet  means  of 
transjiori.  it  was  valueless.  Tin;  dcniand  fa-  barrels  fir  the  ns^'  of  the  niaini- 
fai'turcr  ot  >ali  has  increased,  and  it  has  been  pos-iiile  by  means  of  thi'  plank 
I'oail  to  sustain  the  supply  at  unif'oiMii  prices,  15  per  cent,  lower;  nor  can  it  bo 
said  that  this  reduction  has  been  niaile  at  the  expense  of  the  bari'el-iuakcr, 
since  double  loads  are  now  drawn.  Tlu'  liarrels  were  formerly  brought  tVoiu 
williiu  a  i|i-!ancc  of  foui'tccn  miles.  Tiny  now  coiue  a  distance  of  til'ty 
miles.      W'ooil  is  also  bi'ought  double  the  di.-taiice  it  was  foriiiei'ly  earled. 

( >ii  the  Saliiia  and  Ceiiira!  Sipiare  ro.id,  tarm  land  has  iucrea--ed  from  8'J 
to  >^\'>  per  ae|-e.     'I'lii<  iiicre.ise  exleiids  three  miles  each  side  of  the  road. 

<  In  the  Svrncusi'  and  .Manlius  ('enlre  road,  land  has  iticreii.H'd  in  value 
about  s^lO  an  acre. 

Oil  the  S_vraiu>e  and  ]5ridpoit  road,  property  live  miles  out  has  increased 
in  value  85  an  acre. 

Saliua,  liivei| I,  and  Clay  road,  land  lias  increased  the  value  of  property 

at  least  50  per  cent.;  cspeei.illy  wood  lots,  which  have  been  brought  into  the 
market  for  the  iirst  time. 


i 


14 


A    WAV   A\(>i;l)S   O.V    I'LAXK   ROADS. 


On  tlie  Svnicnso  fiinl  Tiilly  rum],  |iio|icrty  caiiiiot  ho  jiiirclinscd  within 
$;')  jpcr  acre  nf  thi-  nl'l  inicc  'I'lu-  himls  are  jri'iicrully  lieM  in  gn.'utcr 
inipm'tani'c.     Some  f'ai'ins  havr  inci'cascil  $1(1  an  acre. 

i''"1  That   the  advantai'cs  of   a  |ihiiik  road  arc  licM  in   hi<;h 

'  1  r' V   cstiinatiun,    may   he    pinved    h_v  th(>    accuiiijianyiiig  .sketch. 
''    3   l'"anii('rs  wlm  ]ia>.s  \)\  the  Smith  Onondaga  N'aiicy,  if  they 
--    fiilhiw  tlie  direct  road  i marked   Ohl   Country  lload,  Fig.  \), 
wliicli   has  heiii  nsed   for  tlie  last   forty  ycar^.  \\n\r   heavy 
^    grades  to  asceml ;  their  loads  are  fonseijuenily  very  much 
^    lessriird.     This  led  tiiem   to  a]i]>ly  to  the  directors  of  ilio 
,    'iiiUy  road  to  make  tlie  road  A  JJ,  a  distance  of  two  mihis, 
^    so   that    they   might  get    on    the    plank   roail  at    15.     The 
JN     comjiany  took    the  maltei'  into  consideration,  and  concluded 
n     th.it  t!ie  cost  of  the  right  of  way  was  a  serious  impediment, 
and    declined    to    niideifake    the    ini]ii'(ivement.       l>ut    the 
farmers  of  Onondaga  Valley  have  suhscrihcd  among  them- 
selves -SI.')!)!*,   to  hiiy  the  right  of  way;  and   they  otier  to 
pay  the  usual   tolls  over  the  section  to  he  constructe<l  if  the 
rif/.  1.  company  would  lay  the  plank  down.      Iiider  these   circum- 

stances  the  road   will  he  commenced. 

(►-WKiai. — ( )iie  humlred  and  twelve  miles  lead  out  of  Oswego,  and  tlie 
influence  whicii  ]ilank  ro;ids  have  e.xercisei]  on  the  city  has  hcen  mo>t  iMiieticial. 
Tiir  ,-anie  efh'ct  of  liringiiig  all  the  surrounding  trad(!  to  a  ccntial  point, 
••md  I'ipializing  it  throughout  the  year,  is  to  he  i-ecogni.sed  lure.  I'mperty 
has  risen  in  value  •_*■">  jier  cent. — population  is  fast  increasing,  'i'lie  retail 
traile  lias  ilmtiled.  (hlur  hiisiiu'ss  has  heeii  extended  one-!ii'tli.  '{'lie 
didivei'v  of  lumlier  has  exceeded  all  former  retuiais.  Steamlioat  travel 
has  iiicreaseil.  The  niilliug  trade,  with  regard  to  Hour  and  shorts,  has 
been  multiplied. 

Wheat  is  not  raised  in  the  county,  and  farmers  were  in  the  liahit  of 
buying  their  Hour  from  the  nearest  manufacturer;  now,  from  the  ea.se  of 
draught,  they  proceed  to  O.-wego,  a  distance  of  .seventy  miles,  or  le>s,  as  the 
case  may  he,  and  there  juindiase  their  wheat,  whi(  h  they  get  giduml  on 
their  own  account  at  custom  mills  near  tlieie.  Thus  a  large  trade  in  wheat 
has  grown  u])  in  Oswego.  The  markets  are  always  regularly  and  well 
.su|i]died  at  reasonable  prices;  whereas,  wdien  the  roads  were  liad.  butter 
Would  rise  from  twelve  to  sixteen  cents;  hams  from  twelve  to  lifteen  cents; 
wood  from  s^:2  to  R4;  hay  from  •*(>  to  S]'2.  in  the  article  of  wood  it  may 
]>(.'  otimateil  that  the  sfe.amlioats  ami  canal  boats  consume  Ifl.OdO  cords,  and 
the  inhabitant'  l.'i.iMKi.  The  price  of  tlii;  former — being  a  softer  description 
of  wood — is  Si..")'!;  the  latter  cnsts  .Sli.  This  low  price  is  mainly  attribu- 
talile  to  the  plank  roads,  tor  although  a  great  <|uaiitity  comes  in  bv  the 
canal,  a  large  .-  upply  is  olitained  in  the  neighbourhood.  The  reduction  of 
the  ]irice,  (jwiiig  lo  the  introduction  of  plank  roads  and  the  increased  faeili- 
tie,-  which  they  extend,  is  estim.ated  at  .'?!,  making  a  saving  to  the  inha- 
bitants of  .S.');"),).)!'!)  annually.  'I'lie  maxiiinnn  value  of  Land  within  lifteen 
miles  of  Oswego,  is  .?4l)  jier  acre,  the  minimum  -ST.  The  lea>t  c;ilcuhitioa 
of  increased  value  on   the  lines  of  road  may  be  nanu'd  at  10  ]<vr  cent. 

liochester  has  but  two  sliort  roads  of  eleven  and  a  half  miles  in  operation; 
but  .seven  others,  eipial  to  one  hundreil  and  thirty  miles,  are  in  tlu^  eoiir.so 
of  construction.  In  the  neighbourhood  of  these  two  roads,  land  has  benelited 
fioni  ]()to  |(l(l  percent.  'J'ralVic  along  their  lines  has  been  doubled.  Tho 
markets  have  been  beiietitiMl.  The  price  of  grain  and  lior.se  fodder  has  been 
C(|ualized.  They  have  even  had  great  etl'ect  on  the  trade  of  tlu!  city,  much 
increasing  it.     Ileal  estate  has  also  iX'ceived  an  impetus.     The  value,  it  ia 


:« 


beini. 


iMt  of 
i';i,s<!  of 
,  as  tlic 
mill  on 
11  wlieat 
11(1   well 

l)iittt'r 
U  rents  ; 

it  may 
rd.-,  and 
-(•ri|itiuii 

ittriliu- 

]<y   tli(! 

let  ion  of 

1  laeili- 

f   inha- 

lii'tcfn 

■ulatiun 

it. 

R'l'ation ; 
course! 
•cnclitcd 
1.  Tho 
as  Ik'cii 

y,  much 

luf,  il  ia 


A  FEW  WORDS  ON   PLANK   ROADS. 


15 


0 


anticipated,  will  bo  increased  tlo  per  cent.,  and  many  capitalists,  with  this 
result  in  view,  are  l)uyin<r  freely.  I'mjurty  is  even  att'eeted  two  miles  beyond 
the  road,  and  in  Charlotteville,  which  is  now  <niite  a  little  village,  a  year  ago 
there  were  but  three  or  four  houses.  On  this  road,  hay,  ten  miles  out,  is 
worth  as  ni'-h,  within  fifty  cents,  as  at  tlie  city  lim;.  The  inerci-.-e  in  the 
value  of  lai.d  near  the  city  is  trifling;  but  five  miles  out  the  advaueu  has 
been  50  per  cent. 

WHAT   I'I,ANK   UOAItS   TiO   FOll   TFIE    FAUMKK. 

The  farmer  has  what  he  never  had  before — a  goud  road  every  day  in  the 
year — the  same  in  all  seasons.  Formerly,  tiio  spring  and  fall  were  periods, 
when  the  avenues  to  the  tifighbouriiig  city  were  chised  to  him.  On  the  jilank 
road,  ii(!  can  select  for  his  journey  ilays  when  he  cannot  work  on  ilie  farm, 
taking  with  greater  ease,  in  half  the  time,  three  times  what  hi;  formerly 
eiiiild  carry;  and  while  residing  close  to  tln^  mad,  he  sees  his  neigiilioiir  liv- 
ing live  miles  (ifV,  bringing  two  wagons  tn  the  planks,  and  then  transferring  the 
(•(intents  into  the  larger,  and  moving  off  with  it — lii'  can  load  iiis  single  vehiclo 
witli  the  full  amount  it  can  carry,  and  jiroeced  onward  without  d^lay.  ITis 
woodlands  ac(|uire,  intrinsically,  a  value  which  they  liad  not  befdrc,  fir  ho 
can  cart  sutheiently  in  one  load  to  pay  him  fur  the  expense  of  carting  and 
euttiii'.',  allowing  a  fair  valiu'  for  his  timber.  His  farm  iiicreases  in  value 
from  10  to  ;")()  per  cent.,  and  commands  a  sale  from  tiic  fact  tliat  tlie  produce 
never  lacks  a  market,  and  has  a  more  regular  and  higlur  //-/  \alue.  i>y  tlie 
current  jirice.  he  kioiws  wliat  he  c:in  count  upon.  His  grain  is  Wdrtii  what 
all  grain  fetclies  in  the  next  market,  deducting  tlie  cnst  of  cartage  to  ta.ke  it 
tliere,  wiiieli  lie  can  calciil.ite  to  a  cent,  aiiij  dcdiver  wlien  lie  iicimIs  money. 
Tlie  adjdiniiiL'  tannery  (and  tlc^  pniliabiiity  is  that  there  is  one  within  twenty 
miles)  will  buy  liis  liarlc.  His  curd-wiinil  can  be  c'lrried  tiic  same  distance. 
He  sell<.  iiir  renmneratiiig  prices,  bis  jierishable  prii(luce,  such  as  vegetables 
and  fruit,  |iuiii]ikins,  c(irn->talk  and  fall  ap]iles,  wbicii  limugiit  him,  previously, 
a  very  small  sum.  as  the  imiy  market  was  in  the  small  villages  where  there 
was  little  demand  fur  tliem. 

The  wear  and  tear  tn  bis  Icirse,  harness,  and  veliielc  is  redueeil  at  least 
one  half.  The  tnlU  nut  unly  jiay  tlieiiiselves  in  this  s;i\iiig,  but  I'veii  leave 
a  surplus  in  the  pueket  of  the  fanner  which  wnuM  ntherwi-e  have  been  spent 
on  repairs.  Hnrse-shoes  last  twice  the  time.  Instead  nl' freipieiit  new  shoes, 
it  is  unly  nccessar}'  to  have  the  uld  unes  |ieriudicaliy  reniuved.  The  very 
labiiur  of  cleaning  the  hurse  cumes  intu  i-alculatiun  ;  une  fanner  assuring  the 
writer  that  in  very  Viad  weather,  setting  aside  all  i[\u  tiun  uf  increase  of  load 
and  saving  of  time,  he  wuuld  sooner  ]iay  the  tujls  than  have  to  ruti  down  his 
horses  in  the  state  they  iist'd  to  be  after  travel  on  tin;  uM  ruaij. 

The  ]irice  of  cartage  having  generally  been  reduced  where  ]ihink  roads  have 
liccn  laid  down,  it  becomes  an  impiiry,  whether  it  is  at  tin;  cost  of  the  team- 
ster. Sume  iii>tan<'es  arc  given  in  a  furiner  part  uf  this  A/v,rA///'< ,  aiwl  we  will 
iiddiice  t  wu  others  to  show  that  the  increase  of  load  carried,  and  the  time  maile, 
mure  than  cuimterbalaiiee  any  rediieiiuii  of  jiriee. 

On  the  'i'aberg  and  iJome  road,  there  is  a  fiirnaee  nine  miles  from  Hume, 
from  whiidi  furnace  to  the  canal  at  Uume,  .SI."J.')  ner  tun  was  furmerlv  iiaid  for 
eartiii'i.  'I'lic  load  ea(di  way  was  jirecis(dy  one  ton,  e(jual  tu  twu  tons  jier  day 
at  SI  .'J.")— giving  .Sl*. "id  f.ir  the  d;iy's  work.  .\uw,  the  price  alluwed  is  80.7"); 
but  the  te.ainster  takes  twu  and  a  half  tuns  each  way,  cipial  tu  iiv(>  tuns  per 

day,  at ',  .         §0.7")=:i.7:") 

Deducting  toll  for  eighteen  miles,  say       ....  '-';» 

being  an  increase  of  one  dulhir  in  the  daily  wages  of  the  teamster. 


16  A  FEW  WOUnS   ox   I'LANK   ROADS. 

Tlio  KmiK!  and  Turin  ni;iil  passes  tlintuL'li  a  dairy  country,  and  cliccso  and 
Imtlcr  arc  hruiiLiiit  I'V  it  f"  thci  canal,  wlicn;  tlicy  arc  sliiippcd.  Formerly, 
farmers  ljrnii;.dit  I'ldU  llis.  to  tlie  canal,  and  tuok  two  days  to  jro  and  rcliiru; 
— now  tlicy  cart  fmrn  forty  to  fifty  ewt.,  and  rotiirn  the  sanif;  day.  Tiie 
smallest  load  carried  i<  t!iirty-si\  tubs  of  butter.  A  farm  ten  miles  off  from 
!i  eitv  is  almost  as  mar  as  one  only  a  mile  frnm  it;  tlie  siirjilus  distance 
liciniT  in  calculation  eiiuvertilile  into  time.  IJut  at  a  more  cxtendeil  distance, 
sav  one  Iiiiudrcd  luiles,  it  is  wnrtli  while  (■.xaiuininif  how  the  plank  road  can 
compete  witii  the  railroail.  Canals  lieinj:  main  links  of  water  communica- 
tion, do  nut  sut:u'('st  themselves  as  a  m;!tter  of  in(|uiry.  IJiit  many  ve.Lielalile 
products  now  liml  their  way  to  mark'ct  by  the  railroad  ;  and  if  it  can  be  esta- 
blirhcd  that  a  farmer,  usini;  his  own  motive  power  on  the  jdank  mad,  can 
travcd  at  half  the  cost,  a  very  es.scntial  benefit  is  established. 

I'blllh    lil.llll.  /i''lil    Ii'o„</. 

Tlie  fiivmcr  leaves  witli  40  ewt,  pro-  •}0  ewt..  fVcifiht  («   U-'. SlO.nO 

coeiliny:   to  latil'ket.  loo   }uUv<   ilis-  CiiitM.L'e  IVoiii  ilc|M,t  to  iM:irlict..."p.n() 

t.iiit,  (currying   liis    own    cniii.)   at  A;;eiil"s  cliar^ie o.OU 

tlie   rate   of  IIO   miles    ji    ilny,   tiie 
t'uiirtli  (lay  ho  'j:i'\<  in. 

('■><i  ■■••'.  fiMvs  (Piivnadr"  <1 s;:!..'0 

1  il.iy  m  town L'.oil 

2  ila.v  s  eoinin;.'  back I'.OK 

l.'oij  jnilesgate -'.oO 

Irilii.oi)  ^:J0.0() 

Thus,  it  is  exident  tliat  the  farmer  <locs  his  own  ]iu»iuc,-s,  to  his  own 
sati>raction.  with  a  wairon  to  n)ake  a  return  trip,  briiiiiiiiL'  back  all  his  family 
may  require  from  the  city;  sutdi  as  a  ipiintal  of  cod  li-h.  a  clu-t  of  tea,  a 
barrel  of  jiork  and  Hour,  assorted  articles,  cheaper  than  he  could  buy  them 
jit  a  country  store  ;  ton-ether  with  the  experience  of  his  trip,  and  the  infor- 
mation ]ii(dved  11)1  at  the  inns  where  he  h:is  stoppcil  ;  and  all  for  exactly  h.ilf 
the  cost,  if  he  ha'l  scut  by  railroad,  ami  had  his  bu~ine.~s  done  liy  an  au'cnt. 
It  is  ]))•(  siijiposed  that  the  farmer  can  be  absent  from  his  farm,  witlioiit  injury 
to  himself 

On  Sunday,  the  farmer  can  <:o  to  church  with  rcL'ularity,  which  was  not 
jilways  possible  in  tlui  fall,  wiieii  the  church  was  one  fourth  of  a  mile  tVom  tin; 
farm.  He  can  live  with  mon;  friendliness  with  his  nei;.diboiirs — for  tlit; 
jilaiik  roads  have  led  to  an  increased  intcri'oiir:-e  lietweeii  families.  Socially, 
the  fariue,"  become^  :i  better  and  ;i  wiser  man.  lie  can  meet  pe^iple  of  his 
own  jiursuits  more  fre(|Uently,  and  converse  upon  priees  curi'ciit  and  improved 
modes  of  farmiu'j'.  lb;  learns  wdiat  is  new,  and  what  benctits  any  pariieular 
exjierimeiit  has  led  to.  In  case  of  .-ickuess,  relief  can  be  olitaiiied  readih', 
and  with  de^pateh  ;  and  if  niedic.il  skill  can  save  the  head  of  a  familv  or  a 
yoiiriLr  wife,  the  pliysiciaii  can  |p(    sipipu  Ipi'ipiiLdit  to  tie'  beilsidi'. 

Imb'cd,  all  till'  aplvanta^es  whi(di  result  fViPiii  a  ripail  ipf  supi'rior  cxcidleiiei' 
ac<'rui'  t'p  tlip'  fii-mer.  'I'lu'ri'  i<  iippthiim-  which  mp  mueh  retar'ls  impripvencnt 
as  impi'rfect  cipiiimiuiications.  "  ( (f  all  iiiM'titions,"  says  one  ipf  tln'  greatest 
writers''  of  till'  day,  '-the  alphabet  and  printiuL'-press  ahpiit;  exce])ted — tlnpse 
itiventions  whiidi  abriilni'  distaiici'  have  (hme  most  lor  ci\ili/.ation.  I'lveiy 
improvement  of  the  means  (pf  liPcoUKPtioii  beiielits  mankind,  miprally  and 
intellectually,  as  well  as  materially;  tinil  not  oidy  facilitates  the  intcrchane-c 
pf  tlie  \  irious  jiroilui-tioiis  rif  naliire  and  art,  but  tenils  to  remove  natiipnal 
1  lid  jiripvincial  anti[iathies,  and  to  biml  together  all  the  branches  of  the  great 
human  fimily." 

If  I'ver  sueh  a  remark  could  be  directly  applidl,  it  is  to  sictioiis  traver-i.'d 

*  M'U-nHhi>j.     Hist,  faijflaiiil,  Chap.  iii. 


^\ 


A  FEW  WORDS  ON  PLANK  ROADS. 


17 


uesc  and 
iiriiH'i'ly, 

rut  urn; 
y.      'l"ho 

( A\  iV(  iiu 

(listMllC'O 

ili^tiiiii-'t,', 
mail  <-:in 
immili-it- 

.('J^dlillllo 

I  he  csta- 
nnul,  cau 


....sni.'ift 

kct"...'..<M) 
.').M0 


I     Ills     nWIl 

liis  family 

i.f  tfa.   !t 

liuy   tli''iii 

tlic   iiit'.ir- 

aHly  lialf 

111  aL'i'iit. 

ut  injury 

h  was  imt 

tViini  tin- 

; — t',iv    tiu! 

Socially, 

),lc  lit'  lii^ 

iiiipri'Viil 

pariirnlar 

rrailily, 

unity  111'  a 

(■XCl'llfllCI' 
il'iiVfUli'llt, 

It'  u'rcatrst 
[I'd — tlmsi! 
1.  I'lvriy 
orally  ami 
iitrii'liahi:!' 
vr  natinnal 
1'  the  jlivat 

travc'i-i.'il 


I. 


by  plank  roads.  The  family,  instead  of  periodical  visits  to  tint  nuIjrlil)ouring 
city,  are  continually  passing  to  and  fro.  Tlie  (•luui;re,  tlie  laistle,  the  anima- 
tion, all  have  their  influence.  The  farmer  sees  otiier  farms,  finds  them, 
perhaps,  hctter  fenced  than  his  own — better  cultivated,  and  hetter  "cleaned 
off."  A  ;«pirit  of  emulation  is  excited  in  him,  and  his  outlmildings  and 
fences  ^'radually  ac(iuire  a  greater  air  of  neatness.  I'iie  comforts  of  the 
city  make  the  want  of  them  to  be  painfully  felt  in  his  own  lioinesteail, 
and  his  wife  and  daugliters  are  awakeneil  to  exertion  by  th(!  contrast.  His 
dress  is  marked  by  a  greater  air  of  neatnesji.  The  same  can  be  .said  of 
the  female  members  of  the  family.  Indeed,  in  all  the  ramifications  of 
life,  the  contrast  with  civilization,  brought  about  by  improved  cummuni- 
cation,  causes  it.self  to  be  felt.  In  a  word,  the  farmer  learns  that  there  is 
such  a  thing  as  progress. 

A  gentleman,  wJio  was  among  the  first  to  introduce  these  rnad.s  into  the 
country,  remarked  to  the  writer,  concerning  a  road  which  it  is  obviously  not 
necessary  to  name  :  "  The  farms  are  no  longer  the  same — the  jiroprietors 
Lave  cleaned  them ;  pulling  out  the  stumjjs,  erecting  better  fences,  and 
generally  improving  thei;*  property;  some  even,  at  thciir  own  expense,  have 
run  plank  roads  to  their  lots,  to  assi.t  the  draught  of  the  hmses.  The 
people  too  are  changed,  dress  beticr,  look  better — their  manners  are 
better.  Their  wives  and  daughters  are  no  longer  the  same  persons.  They 
have  improved  wonderfully." 

iSuoh  are  the  results  that  have  iu  every  instance  attended  the  introduction 
of  plank  roads. 

WHAT   I'LANK   ROADS   HO    FOR   THE    STOCKHOI.DKU. 

The  tolls  authorized  to  be  collected  in  the  state  of  >'ew  Vork,  by  the 
plank-road  law,  arc  not  to  exceed  one  cent  and  a  half  per  mile  for  a  vehicle 
drawn  by  two  animals  ;  and  one  half  cent  per  mile  for  every  additional 
animal;  for  every  vehicle  drawn  by  one  animal,  tliree-(|uarters  of  a  cent 
per  mile,  and  for  each  horse  and  rider,  or  led  horse,  half  a  cent  per  mile. 
In  the  (iriginal  enactment,  the  pnifits  of  the  road  were  limited  to  adiviih'nd 
of  ten  per  cent.,  and  the  approj»ria»inn  of  ten  per  cent,  as  a  sinking  fund. 
]Jut  this  clause  was  repealed  in  1X41) ;  so  the  above  tolls  can  be  levied 
irrespective  of  profits. 

There  are,  however,  some  non-paying  exceptimis,  such  a.s  jurors,  witnesses, 
troo))s,  and  travellers  attending  religinus  meetings. 

AVith  tiieaboverates.the  j»rofits  I  if  exist  ing  cum  j)anies  have  been  made,  and  tin. 
best  criterion  I  ifthecharacteroftlie  stock  is  to  examine  what  these  j)riilit>iiavelietn. 

Some  few  companies  dejiart  from  the  rati'S  jirescribed,  and  charge  less ; 
taking  (ii  cents  for  the  five  miles.  Some  cmnpanies  agree  witii  the  farmers 
to  charge  the  distance  j)er  mile  they  live  from  the  gate.  These  cases  arc 
exceptions  to  the  geni'ral  rule. 

Amoni'  the  manv  roads  construeted  in  the  state,  some  few  have  liecn 
built  more  as  the  means  of  opening  up  the  communication  tiian  as  an 
investment.  In  these,  farmers  have  freely  subscribed.  Hut,  throughout 
the  slate,  it  can  be  asserted  positively,  that  (he  stoek  of  no  jilaiik  road  is 
lielow  par.  Nor  can  any  stock  be  bought,  except  from  individuals  who  are 
]iresscd  for  money,  and,  in  common  with  plank-road  stuck,  have  to  sell 
other  property,  to  obtain  it. 

Where  the  travel  is  limited,  the  jilank  will  of  itself  decay,  and  need 
restoration,  without  a  suflicicncy  of  receipts  to  pay  for  restoring  it.  Hut 
from  such  a  postulate,  no  deduction  can  flow.  A  road,  to  be  remunerative, 
must  first  be  reipiired.  A  good  road  increases  travel  j  but  there  must  bo 
other  causes  to  create  it. 

8 


18 


A  FTW  WOUDf?  OX  PLANK  KOADS. 


Utit  if,  on  tlio  oflior  lmn<l,  tlio  roiul  is  worn  tlirouj^li  by  an  extraordinary 


a.iinniit  <(f  (ravel,  if  must  (»'  cvKleiit  tliat  tlie  event  is  tlie  more  advantageous  to 
the  stiiekliiiMers,  fur  tlie  deeiiv  nf  flie  wood  isaeause  which  eease^<  to  operate. 
The  wear  bears  direct  jiroiinrtinn  to  thi'  iiioiiey  received,  And  if  it  can  bo 
proved  that  roads  pay  oven  wiieii  subjecteil  to  the  two  destructive  influences 
of  travel  and  decay,  it  must  be  eviijent  that  they  will  pay  infinitely  better 
when  siibjeeted  to  travel  ahine  ;  tiie  principle,  therefore,  may  be  laid  <lown, 

That  the  more  often  the  weiirupon  the  road  rendiTS  it  necessary  to  replank 
it,  the  ^'renter  the  j)r(ifit  and  the  lar^rer  tlu;  divideml. 

What  mads  liave  already  done,  miiy  be  best  leartied  from  the  following  stato- 
iiients,  collected  in  the  locaHtics  of  the  several  roads  from  responsible  persons. 

TliK  Ai,i!ANV  Wkstkil,  I{uai),  laid  down  about  six  months,  ju-omises  to 
enalile  th'.'  company  to  piiy  a  fair  dividend  on  the  shares,  and  to  lay  liy  a 
sinking  fund  to  keep  the  road  in  repair  and  to  restore  it.  Eighty  thousand 
tennis  pass  annually. 

Tliov  AND  liANsiNdiu  H<1  l?oAl)  ill  building  incurred  a  debt  of  81400.  This 
(lelit  has  been  piiid,  witii  si'iiii-animal  dividends  of  10  per  cent.,  and  a  largo 
sinking  fund  laid  liy.  The  stock  is  in  few  hands,  anil  cannot  be  purchased 
at  all,  and  is  so  good  that  it  is  difficult  to  obtain  informaticm  on  the  suliject. 

TllK  HoMK  AND  ri'D'A  IbiAD  incurred  a  debt  of  81000.  The  roud  has 
been  in  operation  twelve  months,  and  during  this  perioil  enough  bus  been 
aeciimiiliitcd  to  ]iiiy  off  the  del)t.  Tlie  road  is  expected  to  pay  10  percent.; 
laying  Iiy  10  per  cent,  as  a  sinking  fund.     The  t(dls  received  amount  to  8<»000. 

Tdk  I'tD'A  N'miriiKitN  I'i.ank  I!ii,\d  p;iys  0  per  cent.,  laying  by  a  sufficient 
sinking  fund.  The  traffic  during  the  months  of  November  and  December, 
l!^!!*,  sliowi'd  an  increase  of  .';.'ii  percent,  on  those  months  in  LS48.  Ninety- 
live  thousand  fi'aiiis  pass  annually. 

I'tica  and  KRANKFoiir  IiiiAD. — The  fl-i'st  gate  was  opened  in  June,  lS4n, 
the  whole  road  went  into  operation  in  <  )ctober.  A  dividend  of  10  percent,  was 
declared  ;  but  as  the  whole  stock  had  not  been  paid  up,  the  dividend  was  car- 
ried to  account  as  an  instalment.  The  teams  pass  through  at  the  rate  of 
46,000  per  year. 

Uticaand  Hi  ar,lN(iToN  IJoad  has  declared  a  dividend  of '20  per  cent.  ;  but 
as  the  road  is  to  be  extended  from  live  and  a  half  to  thirty  miles,  it  will  bo 
carried  to  account  as  ailditional  stock,  which  is  at  par  in  the  market. 

KoMK  and  Ti'iUN  U(»AD,  thirty-one  miles,  opened  in  the  fall  of  1^40,  has 
paid  off  in  six  months  a  lUbt  of  812,000,  contracted  during  construction; 
consc(|Uently,  the  stock,  of  which  8o>',000  was  only  paid  in,  is  now  worth 
8r.0.(l()0,  and  is  at  par. 

Ibi.MK  A.',!)  Wkstkun  UdAD,  built  six  months,  declared  a  dividend  on  1st 
May  of .')  per  cent.,  laying  by  a  sinking  fund.  About  40,0(10  teams  pass  annually. 

KnMK  AND  TAiiKidi  l!<iAii,  iiiiie  miles. — In  building  this  road  the  directors 
incurred  a  debt  of  8or)IIO.  In  eleven  months  this  sum  lias  been  paid  oflT, 
and  f)  per  cent,  divided. 

Sai.ina  and  Cksthai,  f^giAUK  IJoad,  th(!  stock,  (if  which  SO  is  paid  up,  is 
worth  110.  Seven  and  a  half  per  cent,  has  been  divided  every  six  months, 
and  the  road  has  been  kept  in  excellent  repair,  with  a  sinking  fund  to  relay 
it.  One  hundred  and  iifly  thoasaiid  teams  pass  through  the  first  gate  annu- 
ally ;  eighty  thousaiel  may  be  considered  the  average  travel. 

Sai.ina,  lilVKi{|'( )<)!,,  and  Ci.AV.iii  operation  eighteen  months, has  paid  three 
divid'-  Is  of  D  per  cent.,  laying  by  a  sinking  fund.  About  70,000  teams 
pass  over  per  year. 

Hd.MK  AND  ()s\VK(i(j  lIitAD  has  paid  10  per  cent,  annually,  laying  by  a 
sufficient  sin'iiiig  fund.     The  revenue  is  8l",000. 

SvitActsK  AND  Tllly  Kuad  Was  put  in  ciperatiou  iu  September,  1848. 


J'., 
lias 
th 
for 

!1!|( 
r 

am 
ini 

a  I 


I'o 

To 

T.J 
To 


A   H  ,V   WOUFJS  ON   PLANK   ROADS. 


19 


ing  by  a 
;r,  1848. 


It  hiis  yiiiii]  tlirc<!  sc  .iiii.iitil  ilividciiils  (if  T)  jicr  ct'iit.  on  the  wliolo  stock, 
of  wliicli  !);')  jmr  (■cin  .v  m  (Hily  cttUud  in,  liiying  by  a  Hinkiiiff  fund.  About 
45,(101)  tcatiis  ]niHn  iiiiniitilly. 

OswK.do  ANi»  IIasiinus  Cr.NTUK  biiH  one  •rato,  at  which  8J"0  was  col- 
lected brtweru  November,  |;<l!l,  and  .Maivh,  ll^aO. 

()s\VK(i(»  ANi»  Ha,  muai,  Kkaii. — No  dividend  haH  been  dcehireil ;  the 
receiiits  iiave  been  taken  to  assist  in  construction.  Seventy  thou.sand  teams 
jta.MS  tiirou;.di  first  (^ate. 

Aij.kn','^  (!iikki\  |{<iai»,  l{nciii';sTKU,  f;ives  sudi  hirge  returns,  that  the 
directors  decline  stating  tliem — fraidvly  asserting  the  reason.  Stock  cannot 
be  purchased. 

('ilAHI,iiTTKVIl,l,K  liiiAli  lias  jiaid  two  half-yearly  diviih'uds of  10  percent., 
and  lays  by  a  siidiing  fund.     'I'iiis  stock  caiuiot  be  jmrciiased. 

'I  i\e  stock  of  all  the  other  rouds  in  Itnehester  now  in  progress  is  aln.'ady 
at  a  |iremii.in. 

Ai  ii<iUA  A.M)  I5i'i'l'.\l.n  IJdAli  diviflcd  li')  jier  cent,  in  stock,  owing  to  the 
instalments  not  having  been  paid  in.  The  stock  is  held  at  par,  and  can  fetch 
j)ar  price  if  olVered  for  sale. 

'I'lie  above  are  a  few  of  the  instances  of  the  return  plank-road  stock  will 
make  to  the  stockholder. 

ON    TlIK   I'ACILITIKS   OK   THA\  KI<   (IIVKN    I!Y   I'LA.NIi    ROADS. 

There  is  some  dillicidty  in  instituting  a  comjiarison  lietwecii  a  jilaiik  road 
and  a  railroad.  IJoth  have  their  distinct  uses.  The  railroad  is  important  to 
the  manufacturer,  tli(^  miner,  the  metal  founder,  wlio  have  to  send  their 
fabrics  and  their  coal  ami  iron  a  distance  from  their  localities,  tin;  nu'uns  of 
doing  which  they  have  to  hire;  and  the  numerous  class  of  travellers  who  desiring 
to  be  carrietl  with  despntch,  must  seek  a  public  conveyance.  The  plank  road  is 
for  an  agricultural  popi'.l.ilioii,  and  for  the  accommodation  of  those  who,  hav- 
ing cattle,  need  not  incur  tlic!  expense  of  motive  power.  To  lay  greater  stress 
on  the  utility  of  the  one,  the  circumstances  of  the  comparison  must  be  given. 

'I'o  e.\;imiiie  the  ditlercnce  of  cost,  we  can  refer  to  the  Annual  Report  of 
llailroad  .Statistics  for  the  State  of  New  York,  made;  to  the  liCgislature  •Jdth 
February,  IS;")!!.  We  learn  in  this  docunu'iit,  that  the  whole  amount  which 
lias  bci'ii  e.xpeiidcd  on  the  I'Jdl  miles  of  railroad  in  the  State,  to  set 
them  in  operation,  is  .Sld.tiO  l.'.l'Jl,  giving  an  aver.ige  per  mile  of  8;!S,s(l,3 
for  construction,  and  about  eight  years'  repairs.  The  cost  of  cotistruction 
and  of  eight  years'  reiiairs  on  the  plank  road,  may  be  assumed  at  $:Ji(M).* 

The  average  pace  of  railway  passenger  trains  is  tweiity-thrtc  mih's  an  hour, 
and  of  freight  trains  fourteen  miles  an  hour.  'I'lie  fare  is  about  two  ecu',  per 
mile  for  long  ilistaiiees,  and  iVom  three  i,o  si.v  for  short  distances. 

On  the  plank  road  a  sliige-lioisc  can  tnivel  from  eighteen  to  twenty  miles 
a  day,  at  tht^  rat('  of  .'-even  to  nine  miles  an  hour. 

Stages  weighing  from  Itidd  to  I  Slid  lbs.,  carrying  fifteen  passen- 
ger.-i,  are  drawn  from  I  tica  to  Whitesboro,  a  distance  of  four  miles, 
with  two  horses,  for  ...  ...         l*2i  cts. 

To  Yorkville,  a  distance  of  three  miles,  with  two  horses,  for       .  I'iJ  " 

To  Watervillo,  si.\teen  miles,  with  eighteen  jiassengers,  four  honses, 

(tht^same  horses  making  two  trips  each  way  daily,)  for    .         .   50     " 
To   Hoonville,    twenty-one    mihij,    with    eighteen    passengers,   four 

horses,  for       .........         75     " 

To  I'^raiikfort,  fifteen  miles,  twelve  passcngt'rs,  two  hor.'<es,  for  .         50     " 

This  is  dom;  nt  the  rate  of  from  six  to  eight  miles  an  hour — the  same 
horses  performing  one  trip  daily. 

*  I'agc  10. 


20 


A   FE^V   WORDS   ON   PLA\,v   HOADS. 


From  TtiiiiH'  tn  "WatiTfoii,  ;i  (lifitaiifc  of  wvonty  tnilcs,  a  stiigo  frucs  diiily 
OMcli  Wiiy  with  scvciiti'cii  |i;i>>i'iif,'('rs,  fur  S"-*.;")!);  tlio  horses  going  Imckwiirds 
and  fiirw.inls  th((  sjiiik.'  iiitic  iiiih'x  each  dny. 

On  the  Siilina  nnd  ('ciifral  S(|iiari>  mad,  one  stage  carries  sixteen  passon- 
pers  sixty-nine  miles,  fur  !?•'{. ;'»(!;  whih'uii  the  Syracuse  and  (Oswego  mad  tho 
stage  carries  lifteeii  jiasseiigers  thirty-livu  iiiilos  in  four  hours  for  70  cents, 
while  tile  raiimad  charges  one  dollar. 

It  is.  therefore,  eviilent,  that  travelling  at  the  rate  of  seven  to  nine  milca 
j(er  hour,  is  iMrfornied  on  the  |ilank  road  at  throe  cont.s  per  mile. 

\\'e  have  then  thes(!  results  : 

The  cost  of  the  railroad  i.s  at  least  twelve  times  as  great  as  tluitof  tho  j)lank 
road. 

Tliat  travel  for  short  distances  can  bo  done  for  less  on  the  plank  road  than 
oil  the  r.iilroiid. 

In  average  distances,  the  fare  on  the  plank  road  is  three  cents  per  niilo, 
wliih'  oi!  the  railroad  the  fare  is  from*  two  to  two  and  a  half  cents  per  mile  : 
— nevertlu'less,  in  one  instance  the  stage  faro  has  been  less  than  on  the  rail- 
road. 

Time  is  the  only  strong  point  of  view  fiivourahlo  to  the  railroad,  and  it  is 
found  that  the  distance  e;in  ho  perforine(l  in  one-tliird  the  time  on  the  rail- 
road to  what  it  can  he  made  on  the  jilank  road. 

Whether  to  ^rain  this  advantaL'C  such  nti  additional  expense  ought  to  be 
ineiirnd,  cannot  l)e  considered  )>y  the  writer,  abstractedly  ;  but  one  fact  i.s 
certain,  that  in  an  agricultural  country  it  is  manit'estly  to  tlu;  greatest  benefit 
of  the  farmer  to  have  a  well-laid  causeway  on  which  he  can  use  his  owa 
motive  power  in  bringing  his  jimduce  to  market. 

I'lank  mads  are  the  feeders  of  railroads  and  canals,  and  arc  not  inferior  to 
cither  in  their  particular  u.^es.  In  some  instances,  indeed  generally  in  mnnu- 
facturiuiT  distrii'ts,  speed  is  indispensable.  IJut  economy  of  transport,  in  an 
agricultural  section  df  country,  is  the  main  point.  In  a  fornuT  i)art  of  this 
work  it  was  shown  that  the  farmer  can  siu-ccssfully  compete  with  a  raiimad 
within  one  hunilre(l  miles  of  tin-  market  ;  therefore,  it  would  seem  that  tho 
jjlank  road  is  of  more  utilit\-  to  him.  And  it  has  this  influence  upon  his  ju'o- 
perty,  that  it  raises  it  considerably  in  value — u  remark  which  does  not  apply 
to  tlie  sanu>  extent  to  railroads. 

There  are  a  class  of  travellers  who  turn  asiile  from  the  railroa<l.  The  Erio 
Canal  statistics  jiiuve  this  sutlicieutly.  .^len  of  (|uiet  tem]ierament  Avho  dislike 
the  bustle  and  excitenu'nt,  .■iiid  not  being  in  great  haste  to  arrive  at  their 
destination,  take  other  conveyances. 

Th.it  this  class  will  iucrea.se  when  plank  roads  have  been  longer  established, 
there  is  reason  to  believe. 


CON.STKrCTION. 

Where  there  is  only  a  single  track  reijuircd,  it  is  i:ot  tho  custom  to  lay  tho 
]ilaiik  in  tlie  centre  <if  the  cau.-eway  ;  generally,  th(i  left-hand  side  of  the  road 
leadiii;:  fpim  the  city  is  stdected,  by  wiiich  arrangement  loaded  vehicles  com- 
ing into  the  city  have  ♦he  right  of  way.  i'unning  jiarallel  to  tlu;  planks  the 
mad  is  e;inl'ully  made,  and  the  nauu;  liy  which  it  is  now  known  indicates 

*  It  must  111' rcrollecti'il  tliiit  tlic  fri'Milcs  mi  tlieso  rmnls  vary  IVnin  two  luitiili'pil  ami 
fifty  ti)  floi'c  luMiilrcil  iiml  titty  It-ut  in  a  mile,  ami,  tlnTcfia-c.  ciiiiiicit  lie  tiikcii  iis  a 
iiiiiiiiiiuiii  [Jiic."  lit  which  travel  can  be  iiciferiiicil.  It  is  )iiissili!c,  if  the  tri'ielcs  of  tho 
rmiils  Were  roijiK  cd  tn  a  iiiiixiimnn  of  diu"  Ininihcil  iiii'l  lifty  in  the  mile,  that  thccxpoMso 
of  triiiis]inrliii;^  luisscngors  iiiid  uit'rchanili.se  would  be  fiom  oue-liulf  to  two-lliinls  tho 
prt'sciit  iiri'ju. 


A   FEW  WORDS   0\    PLANK    ROADS. 


21 


its  WHO.  Tt  la  called  the  "turn-off."  Neopssiirily,  it  ou^ilit  to  Ix;  kept,  in 
HiiffK'iciit  n'|i;iir — since  vciliiclcs  ;:iiiiig  in  citlicr  ilircctiun  tiil<e  the  plunk,  anil 
those  not  l'i\  inj;  the  ri;rlit  ot'wiiy,  abandon  it  when  nn-cting  a  vehicle  which  has. 

Fur  unlmiiry  travel,  a  siiij,'le  plank  track  is  sutlicient — an  asscrtimi  fully 
proved  Iiy  very  few  mads  havin<^  a  double  track.  Hut  if  the  press  of  biisi- 
ncss  renders  a  double  track  necessary,  it  ou^dit  to  be  laid  down  in  two  tracks 
of  eight  feet,  not  in  a  single  track  of  si.xteen  feet.  The  best  mode  is  lirst  to 
lay  down  a  single  track,  and  if  found  insufficient  in  any  particular  locality, 
Huch  as  the  iuinuMliate  approach  to  a  city,  another  one  can,  of  course,  be  added. 

The  cost  of  the  several  roads  varies.  This  is  attributable  to  the  difference 
of  the  amount  paid  for  surveying,  right  of  way,  grading  and  laying  jdank — 
the  prices  of  lumber,  and  the  exjcu.sc  of  bridging,  iVc.  The  lumber  which 
Las  been  principally  used  is  hendock  and  white  pine,  until  within  the  last 
few  months,  when  hard  wood  has  somewhat  come  into  use,  with  a  fair  expec- 
tation of  proving  more  suitable.  On  the  Salina  and  Syracuse  road,  beech 
and  iiifiiiic  have  been  laid,  and  on  the  Rochestor  road  some  elm — the  latter 
not  exceeding  twelve  inches  in  wiilth.  Tin;  principal  experiments  have  been 
made  with  hendock,  and  it  has  been  proved  that  it  is  not  the  best  fitted  for 
the  purpo-e.  It  is  loose  grained  and  knotty — consenucntly,  the  plank  soon 
wears  iiway,  stringing  off"  from  friction,  leaving  hard  knots  standing  erect. 
Independently  of  the  rugged  surface  which  these  knots  pn.'.sent,  they  may  be 
classed  among  the  principal  causes  which  lead  to  the  destruction  of  the  mad, 
fir  as  the  shoe  of  the  horse  strikes  the  knot  it  slips  from  it,  and  a  cavity  U 
made.  White  pine,  which  has  been  used,  has  the  advantage  of  l)eing  tree 
from  knots.  IJut  it  is  argued  that  this  wood  is  liable  tn  decay.  All  hunber 
u.sed  on  a  mad  will  undoubtedly  decay  of  itself — cviti  should  it  remain  with- 
out any  traffic  passing  over  it.  'j'wo  influences  wnrk  upon  the  plank:  the 
damp  from  below  causing  niihh^w,  while  the  ujiper  part  is  alternately  drenched 
with  water,  and  t>xposed  to  the  burning  heat  of  tlu;  sun.  An  examination  of 
a  plank  long  in  use,  is  sufficient  evidence  of  this  fact.  Against  some  of  the 
influences  it  is  not  possible  to  guard,  and  they  come  under  the  head  of  wear 
and  tear.  J5ut  good  construction  will  do  much  to  obviate  others.  In  the 
advertisements  for  the  plank-road  tindier,  great  care  has  been  taken  to  spe- 
cify tiiat  the  plank  has  to  be  sawed  out  of  sound  timlier,  free  from  wan(>  sap, 
rottenness,  knot  holes,  and  excessive  knottiness.  Still  these  jirecautions  are 
valuele.ss  where  the  tindjcr  is  naturally  imperfect,  and  in  spite  of  the  fears 
that  pine  becomes  "  dosy,"  yi-llow  pine  is  a  duralde  wood,  free  from  knot<, 
and  is,  tiicrefore,  jireferable  to  hendock,  as  it  will  keep  Imiger  sound. 

The  most  imjiortant  point  in  the  construction  of  plank  roads  is  drainage. 
Without  drainage,  however  well  a  road  may  be  otherwi.se  hud,  it  cannot 
remain  in  good  order.     And  a  sufficient  ditch  .should  be  cut,  at  least  two  feet 


■^^^ 


^Cf/tr^ 


"o-o nn-EUT 


""•"j^-*^ 


A  TF.Vr   WDHPS   OX   I'r.AVK    TIOADS, 


;i 


'4 

if 


'? 


Im'Iow  tlic  rntwii  fif  rii.'nl.  'I'ln'  rnnl  >liniil(l  l.c  wiH  ciiiwricd  up,  mu  fluit  the 
water  wniild  rcmlily  tl(»w  f'rntu  if,  willi  :i  linn  I'nl  iiiiidi'  fur  tlic  ^liiii'/crM. 
Wliiri'  flic  siiil  liiis  liri'ii  iiiMiJi',  ii  Ik  iivv  ruljrr  (mIiIcIi  cmii  lie  (nnniil  wifli  ii 
jinrlinn  (if  flic  fi'iinlv  nf  a  !iii';;i>  I'lccii  niik)  .xliciiilil  ln'  |i;i«^-ifil  uvit  tli(>  rmid- 
wiiy,  fill  it  is  |H'rt"i'(fly  •iriii.  and  tliu  slcopcr  .xhoiild  lie  iinlu'ddrd  in  tliK  h.iII, 
fill  flic  foji  is  nil  a  level  wifll  tile  earth.  'I'lie  jihiliks  fliili,  laid  tlM1l.>VerseIy, 
re(|iiire  to  )»'  well  iiiaiiled,  until  liriiily  ••ettled ;  care  liein;^'  taluii  to  drive 
eucli  lionic  to  the  one  laid  hehind  it.     (Si^o  cut  ita;:e  '21.) 

The  iiiodo  of  layiiii;  down  striii;r('r.«*  variis  with  the  soil;  ami  on  thi.s 
j)oiiif  there  is  some  ditfereiiee  of  epinioii.  If  is  ^'iiierally  coneeiled,  however, 
that  sand  does  not  reipiire  so  liea\y  a  strin>;er  as  clay.  On  the  Saliiia  iitid 
Syracuse  road,  in  order  to  ensure  th(iroii;;h  and  cffei'five  draina^rc,  a  fratis- 
ver«c  fall  of  two  inches  has  heeii  ;:iven  to  fhe  planks.  With  such  ii 
declivity,  (iis  i.s  here  ^liown,* )  the  load  is  unci|Uaily  ilivided,  and  the  weight 

*  The  trnnsvcrse  full  of  the  roiiJ  is  here  Bliown  exutrMcnitcil.  fo  olpfniii  ii  ilimrrnm. 

It  is  cviilciif  tliiit  the  lo!icl  limy  ho 
vicwi'ij  us  tlic  roiilliiMt  lit"  two 
fiirccs.  n  |iri's('iitcil  liy  ilic  slccjt- 
ers.  I>rii|i|iiiii:  fiuin  the  cciitif  of 
pravitv,  liiicM  |i('ipciiilii'tiliir  to  tiie 
riiMil  mill  to  tlic  liiiri.(ciii,  wc  toi'iii  ii 
ti'iaii'ilc,  tlic  iipcx  i)t'  which,  it  is 

ulllln^t  II  Wiivk  of  i-ll|icl(ld;rilliiill 
to  >:iv,  is  ci{UmI  to  the  Mlljilc  of 
declivity  of  tlic  roinl.  ( >nc  line  of 
the  triarifrlc.  tliiit  pcriiciiilicular 
to  the  hovi/.on,  ilhc  ilircction  in 
whidl  the  wcij:hl  of  the  loiul 
fulls,  I  iliviijcs  the  spiicc  hctwccn 
the  wheels  into  two  iiiici|iinl  parts 
— the  jrrcatcr  hciii^r  Inilf  that  ilis- 
tiiiicc,  /i/ii.'i  u  leiijith  ci|iiiil  to  11 
fraction  of  the  ilist.uice  which  the 
ceiiti'i'  of  jff.'ivity  is  fioiii  the  roa'l- 
wiiy.  This  fnictioii  is  of  courso 
cnuiil  to  the  ratio  (jf  declivity  of 
the  road. 

It  is  therefore  plain,  that  the 
lo.nl  falls  in  the  proportion  of  these 
Jiiici|iiiil  ili'^tanccs.  Siipposiii;;  the 
declivity  -  iiii'lics  in  H  feet  =  '2 
iiiche-i  in  '.Ml  inches,  we  Inive  u  fall 
<if  1  in  IS. 
Let  I'  lie  half  breadth  between  wheels. 

h  hcij.'lit  of  centre  of  <;ravity. 

II  load. 
V  and  V  the  two  jinrts  nf  the  load. 

r  -\    .'/  =  " 

^  (''-  Kf')  =  "(''+  A  '')  - M''  +  A  '0 
\i  I, 

y  =a  —  «  (f>  +  ,,'j5  h) 

2  h 
Supposing  ilistance  between  wlieels=5  feec. 
Heijiit  of  centre  of  }riavity=4  feet. 
Loud  ;!  tons=:i'if). 

X  =  ;iO:i'.).(» 

y  =  :i'JW.-l 


A   FEW    WOUnS   ON   PLANK   HOADS. 


full»  liouviiT  iit»  the  InwiT,  in  tin'  jirii|HirtinM  of  ;;i()(l  Ihs.  to  2000  Uih.  in  n 
load  (if  tliiL't!  tiitiM.  liiiI(|itiHl('iitly  (if  tills  |>roH.«urL'  uj^aiiist  tlic  lower  lyiuli- 
|iiii  ami  liuli  (if  llic  wlicti,  it  is  mjfcil,  tliat  it  it  advisalilc  td  iiialic  llio 
lower  seiiiillih^'  ((ir  striiipT)  iluiilile  lliat  of  tii  tl'|"'r,  in  (irdor  to  guard 
against  tlict  inereused  |ires«un;  (in  flic  lower  wile  of  the  road. 

The  aeeoni|ian  .'  sketch,  ti^'  -,  will  lietter  explain  tjn^  intmtiou.  Tho 
striii^fcrs  are  |ila<..(  under  the  wheels — tiic  two  upper  liciiiji;  1  '  X  ■'$",  tho 
two  lower,  IS"  x  '•>"  ;  un  interval  of  1  ft.  ti"  is  left  from  flic  cud  of  the  plank 
to  tho  striiiiicr,  with  a  space  of  six  inches  hctwi  i  m  the  striii;.'i  rs,  euro  being 
tiikun  that  the  ends  of  no  two  strin;.'crs  moot  a  flic  same  puiul,  ho  as  to 
•'  break  jMjiuta" — as  the  joints  in  masonry  arc  broken. 


y\ 


,!• 


Vw 


• 


% 


Fig.  2. 


^ 


Ua 


Fi(j.  3. 

'  liffercm  c  of  weight  not  a  matter  for  considcra- 

,  ^ -tnietiou  of  the  axle  is  the  only  important  point, 

and  therefore,  that  the  stringers  should  he  cjual  in  strength,  in  both  positions, 


Others,  HL'ain,  think  tl 
tion  ;  afid  ur";e  that  the  ( 


24 


A  FEW  -WORDS  ON  PLANK   ROADS. 


■<■)■ 


-•I 


placed  together,  4"x  3",  with  the  joints  broken,  as  in  sketch  fig.  3.  This 
has  liecn  done  on  the  Albany  Road. 

On  the  Alhms'  Creek  lload,  llochester,  the  stringers  are  also  laid  double, 
but  the  scantling  is  2"x  0". 

In  Honic  parts  of  Canada  the  stringers  are  altogether  dispensed  with,  and 
the  planks  have  been  laid  on  the  bare  ground;  the  cxporinient  was  not 
fortunate.  Uut  an  essay  made  with  one  inch  boards  is  considered  successful. 
Those  boards  are  laid  longitudinally,  about  three  inches  apart,  and  the 
planks  are  exposed  only  to  one  intluence  of  the  two  which  act  perniciously — 
that  of  the  raiu  and  sun — the  mildew  being  prevented  by  the  lower  plank. 


N^ 


rxA        i^ 


A\ 


M 


Ki 


1 


^ 


N 


H 


■1 

Fl;f.  4.  _  F/;/.  r,. 

On  the  llonjc  and  AVestern  road,  the  four  stringers,  each  ;{"  x  5",  are 
divided  as  per  sketch  fig.  4,  being  l(i  ini'hcs  apart. 

Most  peoplu  agree  in  the  main  fact,  that  the  stringers  re([uire  breadth, 


A  FEW  WORDS  OX   I'LAXK  ROADS. 


25 


A 


',  aro 
aJth, 


rather  than  thickness.  For  this  reason,  experienced  ongineors  have  retluoed  tho 
nnniher  of  stringers  to  three,  each  of  (5  inches  in  width.  One  being  placed 
in  tlie  centre,  ()"x  1",  aiid  two  otliers  (j"x  -",  hiid  2  ft.  from  it,  as  at  lig.  5. 

Th(!  reason  assigned  for  this  distribution,  is  to  give  some  support  to  the 
tread  of  the  horse.  In  order  to  guard  against  any  settling  of  the  phmk,  the 
joints  of  tiie  stringers  are  so  laid,  as  to  be  made  never  at  the  same  point. 
And  in  order  to  obviate  any  derangement  of  the  joint,  a  lapjjing  piece  of 
two  feet,  exfcmling  one  foot  on  eaidi  side  of  it,  is  placed  close  to  the  point 
of  junction,  giving  firnniess  to  the  stringer  in  its  bed,  and  making  it  the  more 
incapalde  of  being  disturbed  by  the  motion  ])assing  over  it. 

\\'liere  the  stringers  are  laid  singly,  this  la))pin.'r  piece  is  paramount,  and 
ouglit  always  to  be  introduced.  The  planks  ought  to  be  laid  at  right  angles 
to  file  stringer.     On  this  point  there  is  but  one  opinion. 

The  transverse  declivity,  which  some  reconnuend  for  drainage,  is  named 
at  one  inch  for  the  eight  feet,  in  sandy  soils,  where  tlie  water  is  rapidly 
absorbed  by  the  sii/is/r(ifii))i ;  but  as  the  contrary  result  is  experienced  in 
clay  soils,  a  fall  of  two  iiu-hes  in  the  eight  feet  has,  in  such  instances,  been 
thougiit  necessary.  The  ends  of  tlie  jjlaidcs,  according  to  one  opinion, 
ought  not  to  be  laid  together  in  a  straiglit  line.  They  should,  alternately,  ex- 
tend three  inches  out,  jiresenting  the  ajipearance  of  a  tootheil  slide.  See  fig. 
!s'o.  '2.  'I'lie  intention  is,  to  prevent  a  deep  rut  from  being  formed  along  the 
planks,  which,  in  a  single  track,  is  frcijuently  occurring.  The  ends  thus 
inegclarly  placeil  are  protecte(l  by  the  soil  of  the  road,  which  is  crowned  up 
sullicirntly  over  fheni,  to  aid  in  kee]mig  the  jilanks  in  their  ])lace  on  the 
stringer.  Side  sluices  are  cut  through  tiie  earth  to  the  level  of  the  jilank, 
iu  the  lower  side  of  the  deelivity,  at  about  a  rod  interval.  The  better 
description  would  be  to  make  the  diicetions,  "where  necessai'v ;"  lor  no 
)positive  rule  can  be  laid  down,  and  to  carry  this  point  out  satisfactorily,  the 
road  must  be  oft(Mi  examined  during  wet  weather,  and  egress  must  be  given 
for  tlie  water  to  run  off.  without  penetrating  between  the  planks. 

l)Ut,  in  order  to  acipiire  drainage,  other  modes  of  construction  are  reeom- 
nieuded.  The  transverse  declivity  is  open  to  some  objections;  causing 
additioiiMl  wear,  both  to  tlie  road  and  the'  vehicle.  Therefore,  it  must  be 
ajipareiit,  that  if  tliorougli  drainage  can  lie  olitained  on  the  length  of  the 
road,  without  any  counterbalancing  disadvantages,  it  is  preferable  tor  the 
jilank  to  be  laid  transversely  on  a  level. 

To  gain  this  drainage,  it  is  evident  that,  when  the  road  is  perfectly  level, 
buejiiudinal  grailieiits  must  bi'  formed  liy  art, 

It  is  the  ojiinion  of  most  jiractieal  men,  that  is  to  say,  parties  in  tlie  habit 
(if  (hiving  stage-coaches,  and  teamsters,  that  horses  travelling  over  an 
undnlatiug  road  suffer  less  than  when  p:issing  over  a  le\el  road.  It  is 
sonu  what  strange  that  this  ((iie.-tion  lias  not  been  the  suljecf  of  in- 
vestigation, either  in  the  proeeeilings  of  the  State  Legislatures,  oi  in  the 
]iarli  iinentary  committees  of  (ireat  llritain,  wlu'U  impuries  have  bei  n  made 
Illative  to  roads.  Nor  can  much  be  learne<l  on  the  matter,  in  the  many 
books  treating  upon  this  branch  of  jiractieal  economy,  which  have  bt'cn 
]iulili>lied  from  tinu'  to  time  on  both  sides  of  the  Atiaulie.  With  the  limited 
means  at  the  disposal  of  tiie  writer,  be  has  found  but  two  writers  who  recur 
to  it.  .'NIr.  (iillespie  imd  the  ^celebrated  .^Ir.  Stevenson, — and  the  foiiiiev  merely 
adduces  the  latter  as  an  authority.  In  the  article  on  roads,  in  the  Ivliidiurgh 
•"ycjopedia,  written  by  Mr.  Stevenson,  a  very  cursory  notice  is  made  of  the 
conip.irison.  He  draws  no  delinite  eoneliisious,  though  evidently  leaning  to  an 
oiiiniiiii   in  favour  of  a  h'vel — and  merely  cites  the  authority  of  an  emineut 


*  Tiie  urdiitect  uf  Skcrryvur  liglitliouse. 


26 


A  FEW   WORDS  ON   PLANK   ROADS. 


'I 


conipiinitive  aniitoiiiist,  Dr.  ]>arehiy  of  Edinburgh,  which  Mr.  Gillespie  also 
quntes;  the  hitter  remarking  : 

"  It  is  siiiil  that  alternatioiis  of  aseent,  <le>>eeiit,  and  levels,  call  into  play 
different  ninseles,  allowing  some  to  rest,  while  tiie  other.s  are  exerted  ;  and 
thus  relieving  eaeli  in  turn.  J'lausihle  as  this  .speculation  appears  at  flrst 
glance,  it  will  he  found,  on  examination,  to  be  untrue. 

"  '  .My  aei(uaintance,'  writes  Dr.  Uarclay,  'by  no  means  enables  nio  to 
explain  Imw  a  hor.sc  should  be  mova  fatigued  by  travelling  on  a  mad, 
uniformly  level,  than  by  travelling  over  a  like  space  upon  one  tiiat  crosses 
heights  and  ludlows;  but  it  is  demonstrably  a /i^/.s''  i<frii  that  muscles  can 
alternately  rest,  and  come  into  motion,  in  ca.ses  of  this  kind.  Much  is  to  be 
ascribed  to  prejudice,  originating  with  the  men  continually  iu  quest  of  variety, 
rather  fliiin  with  the  horse.'  " 

The  inference  we  may  draw  from  the  above  is,  that  horses  have  not  two 
sets  of  musch's.  An  ojiinion  which  may  lie  .safely  said  never  prevailed  among 
many  who  argued  on  the  other  side.  But  tliere  is  nothing  whatever  to 
warrant  the  inference,  that  in  moderate  ascents  and  descents,  the  periods  of 
exertion  ;ind  comparative  repose  on  the  single  set  of  muscles,  are  not  less 
trying  than  the  continued  and  unvarying  exertion  which  horses  put  forth  on  a 
level.' 


Still   it   must   be    allowed    that   the    practical    part   of  the    c 


omnuini 


ty 


explaiiu'd  liie  result  by  supplying  the  horse  with  two  complete  sets  of 
muscles.  ]>ut  it  is  not  to  follow,  that,  if  the  theory  by  which  they  account- 
ed for  their  experience  was  faulty,  their  experience  was  also  ermiieous. 
Such,  howi'ver,  has  been  assumed.  For  while  anatomists  have  disproved 
the  existence  of  the  causes  jiopularly  assigned  for  the  facts,  they  have 
denied  the  facts  the  theory  was  intended  to  explain. 

Coach  masters  and  others  interested,   howi'ver,   distinctly  rec( 


ijrtnse 


tl 


10 


diflerence  in  the  condition  of  the  horse;  and  the  experieiu-e  of  men  aildicted 
to  iield-sports  leads  to  a  like  conclu,<ion.  Mr.  I'orter,  the  well  known  editor 
of  the  Spirit  of  the  Times — an  authority  to  command  attention  in  such 
matters — does  not  hesit;;.e  to  record  his  opinion  to  the  same  effect.  And 
anatomists  generally  assert  that  relief  to  the  tension  upon  mu.scles  is 
imperative  to  the  husbanding  of  strength,  and  that  a  muscle  acting  in  a 
particidar  range  finds  its  excitaliility  exhausted  ;  whereas,  liy  occasionally 
changing  the  muscular  action  an  effect  is  produced  emiivalent  to  bringing 
into  use  another  set  of  nuiscles.  Thus  two  influeiu-es  nuust  be  sought  after 
as  the  means  of  r(  cruitinu'  sfrenirth  :  a  chaiiire  of  iiosition,  ami  a  rila.xatinn 
of  muscular  exertion — for  the  horse  is  not  a  machine,  but  an  animal,  which 
iucessiint  monotonous  exertion  destroys. 

Christian,  a  French  writer  upon  streiiL'th  and  power  applied  to  machinery, 
before  steam  had  superseiled  animal  labor,  remarks: 

" 'J'lie  jirincipal  means  of  obtaining  the  greatest  advantage  in  any  given 
circmn.-ianees  tVoin  tlu;  strength  of  animiHs,  is  to  prolong  the  day  of  work, 
and  to  multiply  the  intervals  of  rejiose."  And  it  is  '.'vident  that  the  \aried 
foices  e\erte<l  h;i\e  the  effect  of  jiei'iodically  diminishing  tlu;  tension  upon 
the  iii\i-e|(',  •■ind  thus  giving  inleivals  of  repose.  Conse((Uently,  to  i:i\e  the 
road  ilir^e  undulations,  while  they  obtained  drainage,  would  allow  the 
wagon  to  run  with  an  cvcidy  balanced  loail,  and  at  llu^  same  timi'  relieve 
the  lior<e  fiom  the  excessive  wear  and  tear,  which  coach  pn^ipriet(jrs  assert  to 
be  till'  re>u  t  of  travel  on  a  deail  level.* 


*  Tliu  ni')>t  uiiiliilatiiisr  cnui'sc  in  tlic  riiiti.'d  .^tatcs  is  LcNin^rtoii,  Ky.,  wlicrc  the 
fastest  time  ii.is  liccn  uiinlc  at  lailc  licals. 

It  i,-  ciii^tniiiary  Utv  tcMinstcrs  to  asM'it,  licit  tn  ilraw  dii  tlic  ice  is  innic  lalmiir  to 
the  horse,  than  what  tiicy   undergo  witii   the  ilrauglit  en   a  lunger  and  liillv  vuud. 


rici 
scvt 
ili'i\ 
.lay 
'J 
it'll 

l.ac 
niv 

le'v. 
the 

Ciiui 

fllwa 

will 
liecii 

I' 
tliis 

.   IIIMC 

'  hor, 
uinlii 
Uas) 
oM  li 
lierei 
the  I 


•luiK'vy, 

it'  work, 

Livr  the 
,\v    the 
nlievu 
tl^M•rt  to 


iiliMiir  to 
iUv  ruu'l. 


A  FEW  WORDS  ON  PLANK  ROADS. 


27 


But  against  the  introduction  of  this  principle,  where  the  road  is  naturally 
level,  must  be  urjred  the  groat  expense.  It  is,  therefore,  a  f|uestion  of  cost 
for  the  directors  of  a  road  to  decide;.  We  learn,  however,  from  this  infjuiry,  that 
where  the  road  is  naturally  undulating,  there  is  no  necessity  to  lay  the  planks 
transversely  on  a  declivity,  and  that  it  is  only  necessary  to  do  so  on  the  level. 

The  opinion  of  the  writer  inclines  towards  obtaining  drainage  on  a  level,  by 
the  transverse  fall,  in  preference  to  paying  the  great  diflerence  of  price — more 
especially  where  the  profile  of  the  road  varies  in  other  directions,  and  the  dead 
level  is  not  continuous.  Hut  in  cases  like  these,  it  is  not  possible  to  lay 
down  general  rules.  The  writer  has,  therefore,  put  before  the  reader  both 
views  of  the  question  ;  and  the  circumstances  under  which  the  road  is  to  be 
constructed,  aud  the  judgment  of  the  engineer,  must  determine  the  choice  of 
grade. 

The  following  is  the  amount  of  lumber  required  per  mile  of  plunk  road : 

r)2>^(l'X^'X''i"=l-'M-'l  f<-'Ct  board  measure  for  superstructure. 
2— o'.'8()'x:!'x4"=   Kl.iVlO 
2— 5280'xaxS"=  21,120 

:^l,i')HO  feet  hoard  measure  for  sleepers  or  stringers. 
S20  rods  layinp  and  ditching  (<(}  $1. 
Thus  the  cost  of  a  hard  wood  road  at  the  rate  of  §10  per  3000  feet, 

boiird  measure,  cartage  included.  1211,710  @>  $10 12r)7 

.S2, 000  f(,r  .stringers  of  hemlock,  C-f,.  §0.50 208 

Construction •'120 

$17115 
This  is  quite  independent  of  grubbing  and  heavy  cutting  ;  and  where  the 

ground  would  re<(uire  much  formation  to  bring  it  to  the  roud  Led,  allowance 

must  be  made  to  meet  the  cost. 

Sand  or  line  gravel  should  be  strewn  over  the  road  suiTieiently  to  save  the 

calks  of  the  horse's  shoes  from  cutting  the  plank,  and  the  tire  of  the  wheel 

from  wearing  it.     All  agri!e  that  the  .saving  of  wear  is  from  40  to  50  per  cent. ; 

for  the  grit,  independently  of  preventing  the  shoe  from  cutting  the  wood,  pene- 

riic  writer  has  been  assured,  by  a  personal  friend  and  a  gentleman  of  extended  expe- 
rience, tiiat  a  pair  (if  liis  horses,  reniarkalile  fur  their  gt'e:it  ]uiwers  of  enduiance,  tested 
severely  on  several  occasions,  were  never  olf  their  feet,  except  in  one  instunce.  wiien 
driven  iVnin  Hudson  to  I'oughkeep.sic  ou  the  ice,  which  fur  them  was  a  moderate 
tl;iy"s  WMi'k. 

The  same  gmitleman  also  adds  another  instance  of  his  experience;  anl.  eertiiinly, 
if  the  ]in'fercnce  must  ever  he  given  to  the  level  road,  it  must  he  fur  the  saddle  horse. 

'•  In  tiie  fall  of  lSt8,  on  acciumt  of  ill  iiealth,  I  rode  fi(im  Albany  tu  Niagara  and 
liiick — ,,  distance  of  aliout  eight  hundred  miles.  During  that  ride  1  invarialily  found 
my  hoise  seemed  the  freshest  wiu'ii  his  preceding  day"s  work  hail  imt  been  dune  on  u 
level  road.  He  Mii)ieared  nioi'e  tii'ed.  1  rememlier.  after  thirty-tive  miles  ti''ive!led  on 
the  tow-path  of  tlic  canal,  than  after  much  longer  rides  over  an  ordinary  line  of 
Cuuntry. 

"  .'Sinci-  that  time  1  have  had  occasion  to  take  several  long  and  hard  rides,  and  have 
ahviiys  ub-erved  the  same  result. 

'•  'hie  day  succeeding  a  hard  drive,  isthe  best  for  observing  its  effect  :  and  I  think  it 
will  generally  he  found  tliat  horses  are  tiien  more  ajit  to  be  stitf  or  dull  if  they  have 
lieen  driven  ciiielly  on  a  uniforndy  gradeil  road,  during  tiie  previous  day.  " 

[.\s  I'ostinaster  of  I'.altimore,  imd  .\ssistaiit  Postmaster  (leneral,  the  ]iublisher  of 
tliis  I'.ssay— tlie  editor  uf  tiie  I'lough,  the  Loom,  and  tiie  .\nvil — had,  for  many  years, 
miiidi  intercourse  with  old  stage  projirietors,  and  often  leained  from  tiiem  that  stage 
'  horses  always  working  on  level  roads  would  break  down  sooner  tlian  if  working  on 
undulating  roads,  hong  liefore  tiie  railroad  was  constructed  between  lialtimore  and 
Wiishiiigtuii,  the  celelirated  "  Fuller's  line"  of  stages  was  put  on  in  opposition  to  the 
old  line,  and  tlie  rate  of  travel  was  so  much  increased  as  to  make  a  still  well-reinem- 
hered  I'p'icli  in  stage  travelling  lietween  tlie  two  cities.  The  iirst  time  we  travelled  in 
the  New  England  Hue,  these  ditl'erences  were  noticed  iu  its  favour:  The  "ribbuus'' 


28 


A  FEW  WORDS  ON   PLAXK   ROADS. 


\i 


tratcs  into  flii>  frraiii  and  furnis  a  protoctivc  coat,  wliith  the  travel  indurates, 
and,  penetrating'  lietwH^cn  tlic  interstices,  it  in  some  measure  jirevents  the  pas- 
sage of  tlie  water  in  wet  weatiier.  It  is  not  possilde  to  keep  tlie  water  en- 
tirely out;  l)ut  <rood  (lraina<re  and  careful  construction  can  so  form  the  road, 
that  only  tln'  wafer  which  falls  u|ion  it  passes  over  it.  Thus,  on  a  road  well 
kept  uji,  with  eilieient  drainajre,  water  will  flow  oft'  without  causinj^  damage. 

The  law  whi(  h  governs  the  higher  grades  is  alik(!  in  all  cases;  hut  when 
the  cfnisideration  of  tlieir  efi'eet,  with  regard  to  plank  roads,  is  entered  upon, 
it  is  not  irrelevant  to  mention  that  fiirmers  aflirm  tiiey  pa.s9  over  a  grade  of 
1  in  20  with  an  average  load,  apparently  with  the  ease  they  travel  on 
a  level;  1  in  l(i,  even,  is  not  regarded  as  ol'jectionable  either  by  team- 
sters or  stage-coach  proj)rietors.  If  such  be  the  ease  in  practice,  it  is  oppo.seil 
to  the  establislu'd  tlieorj',  and  can  only  lie  accounted  for  by  supposing  that 
even  with  tlie  uilditional  resistance  caused  by  the  ascent,  the  ease  of  draught 
is  so  great,  that  the  horse  has  to  put  forth  little  additional  strength. 

]}ut  it  has  been  found  that  the  steeper  the  grade  the  heavier  has  been  the 
wear  on  the  planks  ;  and  in  places  where  the  grade  has  ranged  from  1  in 
12  to  1  in  ll),  the  increased  wear  is  a]ipareiit  in  the  ratio  of  double  what 
it  is  on  a  level.  The  O.swego  and  Hastings  road,  although  newly  laid, 
has  so  much  deteriorated  on  its  acclivities,  that  it  is  propos(>d  to  take  up  the 
plank  and  relay  them  with  less  grades  Itefore  they  are  totally  destroyed. 

It  is,  therefnrcj  considered  an  eeonouiy  to  reduce  heavy  grades  even  at  the 
expense  of  some  cutting  to  1  in  20 — the  saving  in  the  wear  of  plank 
paying  for  the  extra  expense  ;  (•o)isr(|Ueutly,  it  fnllows  th;it  the  less  the  ac- 
clivity the  los  the  wear,  until  it  re;i<'lies  the  aiiglr  at  which  lior.-es  can  ascend 
by  putting  firth  little  additional  puwer  beyimd  what  is  called  for  nu  a  level. 
On  plank  roads  thi.;  may  be  assumed  proximately  at  I  in  4(1. 

The  writer  here  concludes  his  remarks,  lidieving  that  lie  has  established 
the  moderate  en>t  and  the  great  bencHts  of  plank  roads.  As  yet  they  are  but  an 
experiment  in  tiie  I'liiteil  States,  and  novelty  may  have  aided  to  obtain  the 
sujiport  tli"y  have  received.  It  is  to  be  hoped  that  permanent  good  will  re- 
sult, and  that  canlul  construction  and  good  management  will  jirove  the  extent 
to  which  they  are  adapted  to  advance  the  great  problem  of  civilizatjou — 


V 


ro;:ress. 


were  ]int  in  th<^  >/foff'l  /ininh  of  voll-ilrossod,  pdlite,  \vcll-lit'}iiiv(Ml,  "siieirt"  men,  nri'l 
tlic  ti'Miii  ilrivoii  at  spcoil  il<i\vn  each  hill,  sd  as,  hy  tlic  inipetus,  to  he  thrown,  with- 
out t'tluvt,  iieiirlv  u]i  tilt'  next  iiseeiit.  rimre  or  loss,  aecordiiiir  to  its  jirii'le  iohI  lentrth. 
'J'iiis  arriiii^r^inent  with  iinrtliern  men  ami  hor.^rs  shurtened  the  route  of  tliii'ty-cight 
miles  hy  an  hour,  or  more,  j 


p 
a. 


?9    -3    5 


^    3    C    —    Z    ' 


C5 


••/.'       <■/.•      '•/.■ 

*-^      -I       Ci 


.—  .—  .-^  j-  .-  —  -'  o 


?.    H 

J 
^ 

~ 

■"^ 

^ 

1  - 

•~A          <•-    Tf 

C-  .5 

!     * 

:        c  ~\ 

e  o 

:        :    .- 

•    o  "^  "S. 

—^  i 

t*  T* 

^ 

5*  5.  ''•' 

h 

;        '^'  c 

=     : 

=    ^.- 

~ 

'_^ 

§£•• 

i  !<i 

o'    : 

■^       ; 

£.    : 
ci    : 

o      c* : 

^                ■» 

■; 

^ 

z 

' , 

nV 

C.C-&.a.(l.C-;i.E.j 


pec 


V.'  '/>  •■/.•  ••/..  '•/.' 


O   X  ^  o    =  . 


^ 


*  B 

C  - 


y. 


§3 


^ 

^ 
a 


c> 


^ 


c  e 


/J  -h  ••/.•  •>.•  I-/..  •■/.■ 


!i?  : 


'h  '1^  ■■/■  '7/  ■■/■  •■/>         <y) 


■--:  B 


- ;-  ■•/.• 


^       c- 


ox  ROADS  IN  GENERAL. 


BY    F.    O.     SKINNER. 


ii 

If, 


FIRST  LESSON. 

Tiir.RK  arc  ^vw  tliinjrs  that  indicate  more  truly  the  degree  of  prof.perity  ia 
a  district  or  iiuii:libourlioo(l  th.-xn  tlie  condition  of  its  public  roacis.  Tiiere 
is  no  p-reater  labour-savinfr  invention  than  that  of  good  roads,  and  amonsr 
those  that  are  in  existence,  the  diH'erence  as  to  ease,  rapidity,  and  economy 
of  transportation,  caused  by  the  various  defjrees  of  skill  and  labour  bestowed 
upon  them,  is  much  greater  than  is  usually  imagined,  particularly  by 
farmers,  whom  they  most  concern. 

One  important  difference  lies  in  the  grades,  or  longitudinal  slopes  of  a 
road.  Suppose  that  a  road  rises  a  hundred  feet  in  the  distance  of  two 
thousand  feet.  The  ascending  slope  is  then  one  in  twenty  :  that  is.  in  ad- 
vancing twenty  feet,  you  rise  one  foot;  and,  as  it  can  be  proved,  one-twentieth 
of  the  entire  load  drawn  over  it  in  one  direction  must  actually  be  lljhil  tip 
this  entire  height  of  one  hundred  feet.  But  upon  such  a  slo])e  a  hoi'se  can 
only  draw  one-ha/fns  much  as  he  can  upon  a  level  road,  and  two  horses 
will  be  needed  on  such  a  road  to  do  th<?  usual  work  of  one.  If  the  road  is 
skilfully  constructed,  and  made  level,  by  troing  round  hills  instead  of  over  them, 
there  will  be  a  saving  of  one-half  of  the  former  expense  of  carriage  on  it. 

Another  great  difference  in  mads  lies  in  the  nature  of  their  unrfacrs  :  one 
being  hard  and  smooth,  the  other  soft  and  uneven.  On  a  well-made  road 
of  broken  stone,  a  horse  can  draw  three  thnrn  as  much  as  he  can  upon  a 
gravel  road.  By  makinij,  then,  such  a  road  as  the  former  in  the  place  of 
the  latter,  the  expenses  of  transportation  will  be  reduced  one-third  of  their 
former  amount.  So  that  two-thirds  will  be  completely  saved,  and  two  out 
of  three  of  all  the  horses  formerly  employed  can  then  be  dispensed  with. 

If  such  an  improvement  can  be  made  for  a  sum  of  money,  the  interest  of 
which  will  be  less  than  the  total  amount  of  the  annual  savimr  of  laliour,  it 
will  be  true  economy  to  make  it,  however  great  the  original  outlay  ;  fir  the  de- 
cision of  all  such  (|uestions  depends  on  considerations  of  comparative  j)rofii. 

The  profits  of  such  impmvements  are  nut  confined  to  the  propriet(jrs  of  a 
road,  (whether  towns,  or  c<;inpanies,  remunerated  for  tiiese  expenditures  by 
tnlls.)  but  are  shared  by  all  whoavail  themselves  of  the  increased  facilities — 
consumers  and  producers  as  well  as  road  owners.  If  wheat  be  worth  in  a 
city  a  dollar  per  bushel,  and  if  it  cost  'Zit  cents  per  bushel  to  transport  it 
thither  from  a  certain  tanning  district,  it  will  there  nec'.'ssarily  command 
only  75  cents.  If  now,  by  improved  roads,  the  cost  of  carriage  is  reduced 
to  10  cents,  the  surplus — 15  cents  on  each  bushel — is  so  much  absolute 
gain  to  the  community,  balanced  onlj'  by  the  cnst  of  improvino;  the  loail. 
Suj)posing  that  a  toll  of  five  cents  will  pay  a  fair  dividend  on  this,  there  re- 
mains 10  cents  per  bushel  to  be  divided  between  the  consumer  and  the  pro- 
ducer, enabling  the  latter  to  sell  his  wheat  at  a  hii,'-hcr  price  than  before, 
while  at  the  same  time  the  latter  obtains  it  at  a  less  cost. 

Agriculture  is  thus  directly  and  likewise  indirectly  dej)endent  m  a  trreat 
denfree  u  ion  good  roads  fir  its  success  and  rewards.  JJireclfij,  we  have 
just  seen  ihese  roads  carry  the  productions  of  the  fields  to  the  markets,  and 
biing  them  in  return  their  bulky  and  weighty  materials  of  fertilization,  at  a 
cost  of  labour  which  grows  less  and  less  as  the  roads  become  better,  /ndi- 
rectly,  the  cities  and  towns,  whose  dense  population  and  numufaotviring  in- 


ROADS. 


31 


dnslry  make  thorn  tlic  best  markets  for  fariiiiii','  iimdiirc,  ari'  ciiaMrd  to 
prow  and  extend  themselves  indefinitely,  l>y  mads  alone,  which  mi|i|iIv  the 
place  of  rivers,  to  th(i  hanks  of  which  these  ii[reat  towns  would  <  t!ierwise 
be  necessarily  contiiied.  While,  therefore,  it  would  he  an  mexciisat'le 
waste  of  money  to  construct  a  c.jstly  road  to  connect  two  small  towns  which 
liad  little  interco\irse,  it  would  he  erjiially  wasteful,  and  is  n  much  more  fre- 
fjuent  short-sightedness  of  economy,  to  leave  uniinjjroved,  and  almost  in  u 
state  of  nature,  the  communications  bt.'lween  a  i^reat  city  and  the  interior 
regions  from  which  its  daily  sustenance;  is  drawn,  and  into  which  its  own 
manufactures  are  conveyed.  Amonuf  the  most  remarkahle  conse(nieiices  of 
the  improvement  of  roads,  is  the  rapidly  increasinir  jjroportion  in  which 
their  benefits  extend  and  radiate  in  every  direction,  as  impartially  and 
henignantly  as  the  similarly  diverging  rays  of  the  sun.  Around  every 
town  or  market-place,  we  may  conceive  a  number  of  concentric  circles  to 
be  drawn,  enclosing  areas  from  any  ])art  of  which  certain  kinds  of  produce 
may  be  profitably  taken  to  the  town,  while  from  any  point  beyond  each  cir- 
cumference, the  expense  of  the  carriage  of  the  particular  article  woidd 
exceed  its  value.  Thus  the  imier  circle, at  the  centre  of  which  is  the  town, 
may  show  the  limit  in  every  direction  beyont,  which  j)erishable  veiretahles, 
or  articles  very  bulky  or  heavy  in  proi)onion  to  their  value,  cannot  be  pro- 
fitably brought  to  market;  the  next  larg(!r  circle  may  show  the  limit  of 
fruits  ;  and  so  on.  If,  now,  the  roads  are  improved  in  any  way.  so  as  in 
any  degree  to  lessen  the  expense  of  carriage,  the  radius  of  each  circle  is 
correspondino-ly  increased,  and  the  area  of  each  is  enlarged  as  the  sfjiiare  (jf 
this  ratio  of  increase.  'I'hus,  if  the  improvement  enables  a  horse  to  draw 
twice  as  much,  or  to  travel  twice  as  fast  as  he  did  before,  each  of  the  limiting 
circles  IS  ex|)andfd  outward  to  twice  its  former  radius,  and  embraces  J'oitr 
times  its  former  area.  If  the  rate  of  improvement  he  three-fold,  the  increase 
of  the  area  is  nine-fold  i  and  so  on.  All  the  produce,  industry,  and  wealth 
which  by  these  improvements  finds,  lor  the  first  time,  a  nuirket,  is  as  it 
were  a  new  creation. 

Supposing  that  by  these  improvements  the  average  speed  over  a  whole 
country  be  only  douiilod,  ihe  whole  population  of  the  country  (to  borrow  a 
metaphor  from  an  accomplished  writer)  would  have  advanced  in  ma^s  and 
placed  their  chairs  twice  as  near  to  the  fire-side  of  their  metropolis,  and 
twice  as  near  to  each  other.  If  the  speed  were  ayain  doubled,  the  imicess 
would  be  repeated  ;  and  so  on.  As  distances  were  thus  gradually  anni- 
liilated.  the  whole  surface  of  the  country  would  be  as  it  were  contracted  and 
condensi'd.  till  it  was  otdy  one  immense  city  :  and  yet,  by  one  of  the  modern 
miracles  of  science  weddfd  to  art,  every  man's  field  would  be  found  not 
only  where  it  alwavs  was,  but  as  lar^re  as  e\t'r  it  was,  and  even  larger,  es- 
timaliiiLr  its  size  by  the  increased  profits  of  its  iirotluctions. 


QUF.STIO.VS. 


1.  Wliy  aro  ;,'ii(iil  roads  a  liiliniir-MiviiiL' 
iiivriiiiori  ? 

•J.  Why  is  tlif  frrixle  oi'  a  road  a  inattor 
of  jircal  iiul"irtai]i'f  ' 

li.  W'fiat  is  tli("  dilliroiiii"  ui  I'xpciisi'  in 
liaaliii;:  on  a  Icvid  road  and  mi  a  road  w  illi 
an  ini  linali.iii  oC  out'  (ii<it  in  twenty  '.  and 
vliy,  lliiMi,  tliis  dillcrcnci'  ? 

■1.    What   is  said  ul'  tin'  dilli-ri't in  tin- 

surCafi's  (i|  roads  > 

T).  ft'  a  mad  can  lie  so  iniprnv fil  as  tn 
Pnalilc  one   Imrsc   li>   liraw   npnn    it   a   loail 


lai 


1  out 


moni'V  fan  viili   ^'nod  pi'oiioiiiy  Kc 
n|iiin  till"  ini|ircivrnu'nl  ? 

ti.   Arc  till'  iiroliis  of  a  road  I'onlini'il  to 
its  actual  uwiicrs  '. 

7.   liciw  do  von  jirovc  this? 

S.   ll(i«'  is  tlic  Mnricnltu''al  interest  directly 
licncliied  by  ;;(iod  rotids '. 

','.    lldW  indirectly  lieneliled  ' 
1       10.   Ainmm  the  reniarkalile  ci'nsci|nctices 
of  the  iiii|iro\i'nicnl  cl' icjads  is  what  f 

II.    .'^hdW  how  tlie>c  lielielils  extend  ? 

I  J.    What  is  ihi'  clI'Tt  ii|ioii  a  ci.iiirnnnity 


that  hefere  reijiiired  three,  what  aineian  of    hy  diPiihliny  thcsiiecd  nl'itscowiimain  alionsi 


82 


UOADS. 


'A 


SECOND  LESSON. 

KOADS.    (Omtinuetl.) 

As  iIm.'  limits  of  this  work  will  not  admit  of  nil  oxtciuled  treatise  on  road- 
makinn,  wo  must  be  coiitt-iit  with  f,'iving  such  j;ciuMal  directions  for  their 
constriK'tidii  as  eyery  farmer  should  he  acfjuainted  with. 

'riuMt'  are  five  iiiijiorlaiil  points  to  be  considered  in  the  construction  of  all 
roads — 1.  Their  direction.  iJ.  Their  slopes  or  inclinations.  3,  Their  cross 
section.     4.  Their  surface.     5.  Their  cost. 

IMPOIITANCK    or    STnAKillT.VKSS. 

Every  road — other  things  beinjj  eqi  a! — should  be  pfrftcth/  sfraiucfif^  so 
thai  its  lenirtli,  and  therefore  the  time  and  labour  expended  in  travelling 
upon  il,  should  be  the  least  |)ossible  ;  i.  c,  its  (iliifjieiiiiiis,  or  directions,  de- 
partiiiif  from  one  extremity  of  it,  should  constantly  tend  towards  the  other. 

Any  uiniecessary  excess  of  Icnj^th  causes  a  constant  three-fold  waste: 
firstly,  of  the  interest  of  the  capital  expended  in  makiiitf  that  unnecessary 
portion  ;  secondly,  of  the  ever-recurrinif  expense  of  repairini,'  it  ;  and, 
thirdly,  of  the  time  and  labour  emjjloyed  in  tra\elling  over  it. 

ADVANTAfiKS    ()K    ClIlVINd. 

The  importance  of  iiiaKim,'-  the  road  as  Icvi:/  as  possible,  will  be  explained 
in  the  next  section.  y\nd  as  a  road  can  in  few  cases  be  at  the  same  time 
straight  and  li'vel.  these  two  requirements  will  often  conllict.  In  such 
cases,  sli-(t);j:htni.ss  ahould  (i/irai/s  hf  .siicri/irrd  to  ohhtin  a  ItrrI  or  to  make, 
the  road  lens  ntrrp.  This  is  one  of  the  most  important  principles  to  be  ob- 
served in  l;iyinuf  out  or  improvim,''  u  road,  and  it  is  the  one  most  often 
violated. 

A  strais;lit  mad  over  an  tineven  and  hilly  country,  may,  at  first  view, 
when  merely  seen  ujioii  the  map,  be  pronounced  to  be  a  bail  road;  for  the 
straii'htness  must  have  been  olitained  either  by  sutimiltiiiu  to  steep  slopes  in 
ascendiiii,'  the  hdls  and  descendiiiL''  into  the  valleys,  or  these  natural  obstacles 
must  have  Iteen  overcome  liy  incurriiii,'  a  ^^reiit  and  unnecessary  expense 
in  niakiiiif  deep  cuttiuijs  and  iillinus. 

A  trood  road  should  wind  arnund  these  hills  instead  of  rutmiiiLr  over 
them,  and  this  it  may  often  do  without  at  all  increasiii'j'  its  length.  l>y  way 
of  illustration,  take  an  apple,  lay  it  upon  a  table,  and  draw  a  level  line  from 
stem  to  eye,  by  ^'ointT  round  it.  and  it  will  not  be  found  oni;  particle  loiicer 
than  if  the  line  were  drawn  between  the  same  poiiils  passiiiL^  over  the  tup. 
Precisely  SI)  may  thecurvinir  I'oad  arniuid  a  hill  i/e  ofiiMi  no  lon'j'er  than  the 
straiL''lit  otie  over  it ;  for  the  latter  road  is  slraiL;lit  only  with  ri.'feieiire  to  the 
vertical  plane  which  passe.s  ihrouijh  it.  and  is  curved  with  retereiice  to  a 
horizontal  plant;;  while  the  funner  level  road,  tlinuifh  curved  as  to  the  ver- 
tical plane,  is  straitjht  as  to  a  horizontal  one.  Ijith  lines  thus  curve,  and 
we  call  the  latter  one  straiyht  in  j)reference,  only  because  its  vertical 
curvature  is  less  apparent  to  our  eyes. 

The  dilierence  in  leni:th  between  a  straii^ht  road  and  one  that  is  sliii;htly 
curved,  is  very  small,  if  a  road  between  two  places  ten  miles  apart,  were 
made  to  curve  so  that  the  eye  could  nowhere  see  I'arther  than  a  (juarter  of  a 
mile  of  il  at  once,  its  length  would  exceed  that  of  a  perfectly  straiirht  road 
between  the  same  points  by  only  about  one  hundred  and  fifty  yards. 

Hul  even  I  the  level  and  curved  road  were-  very  much  lont'or  ihaii  the 
straight  and  .■•teep  one,  it  would  almost  always  be  better  to  adojjl  wie  former, 
for  oil  It  a  lior-e  ciuild  safely  and  rapidly  draw  his  lull  load,  while  on  the 
other  he  c(juld  only  carry  pari  of  hi';  load  iij)  the  hill,  and  must  diminish  his 
speed  in  descending  it.     As  a  gem  ral  rule,  the  horizontal  length  of  a  road 


ROADS. 


33 


may  Ik;  [iilvantut,M'<)ii.sly  iricn-tiMMl,  u>  avoid  u!i  ascent  by  at  least  twenty 
times  the  |)i!i'|)en(li(Milar  liei",lil  wliicli  i.s  to  Iw  thus  saved  ;  that  is,  tu  escape 
a  hill  a  hiiridied  I'eet  hiyh,  it  would  he  nr'  ,,i'r  for  the  read  to  make  such  a 
circuit  as  would  increiiNe  iis  |('ii.;lli  two  lliiusaud  feet.  Farmers  :ire  too 
unwilliiitr  to  allow  a  road  to  run  llirouLjh  their  farms  in  a  windiii^^  line. 
They  attach  more  importance  to  the  sipiareness  of  their  fields  than  to  the 
improvement  of  the  lines  of  their  roads;  not  heiu'jf  aware  how  much  more 
labour  is  wasted  liy  them  in  travelliuLT  over  these  steep  roads,  than  there 
would  lie  in  cultivating;  an  awkward  cornin-  of  a  (i(dd. 

This  feelinir  is  carried  to  such  excess  in  some  of  ihe  Western  States,  that 
the  roads  run  nUtiiir  tlat  section  lines,  and  as  thest;  invariably  ])oitit  north, 
south,  east,  or  west,  it  I'olhjws  that  a  person  wishinif  to  cross  the  country  iu 
any  other  direction,  must  do  so  in  rectan^nilar  ■/.\'^y.n'fs. 

QCKSTIONS. 

1.   W'liMt    lire"  til"'   iiM|"irl;iiit   |Mp|iit'<  in  lie         S,  Wiiit  i-  tli>'  ilill'iTciirc  in  tin'  li'ii::ili  of 

corisidi'ii'il  in  llic  i'iiii~lriiil]iiii  III' rn;iils  ^  two  mmiU   liitwccn    uvn   ("liiil-i   icii    iiiili's 

U.  Wliy  i-  .-liiii'ililiicis  iiii|iiirt:iiit  (  I  i\|iiirl,  wln-n  oni-  rniid  is  sn  nirvi'il  ;istii|)rf- 

y.  Wli!it  is  tlu'clli'cl  iif  iiriiii Hsary  jcnulli  ?     vriit   tlic   vyi\    Iniiii    sceint;    liirtlu-r    ihiui    ii 

4.  SlriiijiliMicsH  .'•Ijiiiilil  iiKviiys  lin  Micri-  i|iinricT  nf  ii  inilc  iif  it  at  ;i  tinif,  ami  u  hni 
fii'cd  til  what?  !  till-  utliiM-  is  sirai^'lif? 

fi.  Why  iiiny  a  siraiu'hl  rnail  ini'i'i'ly  lici'ii  |  '.'.  What  is  ihi-  nctieral  l■||l(^  by  whirh 
li|MMi   till-   map,  III-  L'i'iM  rally  |iriiMiimin'i|   a     ijir  Iii'ii/imii:'!   Ii'iiu'th  nC  a   mail  may  l,i;  iii- 


bail   nmil  ' 

Ii,  lliiw  ilij  ynii  [irnvi'  that  a  mail  may  «  iiiil 
nrniiinl  ;i   lull  \\iilii>iii  mrn'a^niL'  lis  liMi^lh' 

7.  Is  lliiTi'  any  ureal  ilillciciiri'  ill  lln' 
l(>ii}ith  III'  a  mail  slit;lilly  (miim'iI,  and  om- 
that  is  -Ira, 'hi  ' 


rrra-i  .1  111  iiri'-i'ivr  a  level  ' 

|o.  Why  >lir.iil'l  t'armers  wicrifico  the 
shape  111'  their  lielils  in  winding  roads  ' 

II.  What  i>  ihe  elleel  of  ;hi,^  prejinliee 
aiiinii;;  larinurs  in  the  West  ! 


the 


TlilKi)  ij;ss()\. 

SI.OI'I'.S.- Loss  OK  I'oWKIt  ON  l\'CI.IV.\Tin\i5. 

FiVerv  road  shniiJd  \if  itrrfrrt/i/  livtl.  If  it  be  ii"t,  a  larire  portion  of  the 
streM'.'ih  of  the  hoisfs  wlin'li  travel  ii  will  be  expnidi'il  in  raisliHj:  the  load 
up  till'  asceiil.  When  a  wi-iiiht  is  drawn  U|i  an  iiii'liiii'il  |ilaii(!,  the  resist- 
ance of  the  force  o|  "ravily,  or  the  wi'iL;lit  to  be  overcome,  is  such  a  part  of 
the  whole  wein^ht  as  the  heiijlit  of  the  plane  is  of  its  lent,rth.  If,  then,  a 
road  rises  one  foot  in  every  twenty  of  its  length,  a  horse  drawiui,'-  up  it  a 
load  of  one  ton,  is  compelled  to  acliially  lift  up  one-twentieth  of  the  wlmle 
weiL^ht — J.  f.  one  liiiiidied  pounds  ihioiiLih  the  whole  height  of  tlie  ,:ent, 
besides  overcomin',''  the  friction  of  the  eniire  load. 

The  power  of  a  horse,  owinir  to  its  anaiomical  form  and  Lireat  weiirht,  is 
much  diminished  upon  an  ascent,  and  in  even  a  greater  ratio  ilian  that  of  a 
man.  'rboiiLrh  a  horse  on  a  level  is  as  stroiiij  as  (ivt!  men,  yet  on  a  steep 
hill  it  is  less  stront:  than  three  ;  for  three  men,  carryiuL;'  each  on.'  hundred 
pounds,  will  ascend  lasti'r  than  a  Imrse  with  three  liimdred  poiimls. 

Inclinations  beiiii^  always  thus  injurious,  ar<'  particularly  so  where  a 
simrle  steep  slope  occurs  on  a  lonu  line  of  roail  which  is  comparatively 
level.  It  is  in  that  case  especially  important  to  avoid  or  to  lessen  this  slope, 
.since  the  load  caiiied  over  the  whole  road,  even  the  level  portions  of  it,  must 
be  reduced  to  what  can  lie  canied  up  the  ascent.  'I'lius,  if  a  lony  slo|)e  of 
one  in  twenty-lour  occurs  on  a   letcl   road,  as  a  horse  can  tlraw  up  it  only 

one-half  of  his   full   1 1,  he  can  carry  over  the  level  [larts  of  the  road  only 

lialf  as  much  as  lie  could  and  should  draw  thereon. 


84 


ROADS. 


Tho  lind  rffiTts  of  this  .steppncss  arc  csppciiilly  fi'lt  in  winter,  whrn  ice 
covers  till'  roiid,  (or  tho  sli])pcrj-  surfiicc  (•luiscs  (hiii<r<'r  in  (h'scciulintf,  as 
well  il^i  idrri'iiscd  hihoiir  in  ;isrt'ri(lin!r.  'I'l"'  watt'r  of  rnins,  also,  runs  ihnvn 
the  road  and  i,nillty.s  it  out,  deslroyiiiu  its  siiirfacc,  and  causing  a  consitant  ex- 
jiense  for  repairs,  ofienliiiies  f,'reat  enough  to  pay  for  a  perniani-Mit  iiiiprove- 
nient. 

The  loss  of  power  oti  inr.iiiatioiis  boinc  so  prcat  as  has  been  shown,  it 
follows  that  it  is  very  important  never  to  allow  a  road  to  ascend  or  descend 
a  siiitrle  iii'it  more  than  is  aliso|iit<dy  unavoidable.  If  a  hill  is  to  be  ascended, 
the  road  up  it  should  nowhere  have  even  the  smallest  fall  or  descent,  for 
that  would  mahe  two  liills  instead  of  one  ;  but  it  should  be  so  located,  and 
have  such  cuttiuLrs  and  hllinijjs,  as  will  secure  a  gradual  and  uninterrupted 
ascent  the  whole  way. 


QCKSTIONS. 


t.  U'n  rnad  he  not  perfectly  level,  hdw  is 
n  jKirlinii  III'  tlie  ^!relll;lll  iil'  the  liurse  or 
liorses  expeiiiled  ? 

i.  Ill  dniwiiiL'  line  ton  up  ii  lilll  tliiit  riseii 
one  fiiot  in  twenty,  Ijhw  iniieli  of  the  Iciiil  is 
the  liorse  compelled  to  lilt  up  tlio  wliule 
hei}:ht« 


3.  Is  the  )in\ver  of  a  liorso  (liininislicil 
upon  iin  im'liiieil  plant*  ! 

I.  When  are  imliiiations  partieidarly  in- 
jurious, and  «liy  are  they  so  ! 

■  '.  Why  are  the  had  elleets  of  ,st(!epness 
pnrlieiilarly  felt  in  winter  '. 

0.  Why  should  the  ascent  of  a  road  be 
j^'radtiul  the  whole  way? 


FOURTH  LESSON. 


K.\UTH  UOADS. 


Roads  of  earth,  with  the  surfaces  of  the  excavation  and  embanlcments 
unimproved  iiy  art,  are  very  dehcient  at  all  times  in  the  important  retpiisites 
of  smoiithness  and  hiirdness,  and  in  the  spring  are  almost  imi)a.<sahle.  Hut 
with  all  their  faults,  they  are  tilmost  the  only  roads  in  this  coaiilrv,  (tho 
scantiness  of  labotir  and  capital  as  yi't  preventing  the  adoption  tjf  heller 
ones,)  and  therefore  no  pains  should  be  spared  to  render  them  as  good  as 
their  nature  will  -vrmit. 

The  faults  of  surface  being  so  great,  it  is  especially  necessary  to  lessen 
all  other  defects,  and  to  make  tho  road  in  all  other  respects  as  nearly  as 
pf)ssible  what  it  oiitrht  to  lie.  Its  grades  should  therefore  be  intide,  if  |)os- 
sitile,  as  easy  as  1  in  liO,  by  winding  around  the  hills,  or  by  cuttin<r  them 
down  and  hilino-  up  the  vitlleys.  Its  shape  should  be  properly  Ibrmed  with 
a  slope  of  1  inch  in  20  each  way  from  the  cetilre.  Its  drtiinage  should  be 
made  very  thoroiiLfh,  by  deep  and  capacious  dilclies,  sloping  not  less  than 
1  in  125.  I  )raina(re  alone  will  (jften  chano^e  a  bad  road  to  a  good  one,  and 
without  it  no  permanent  im|)rovement  can  be  effected.  Trees  should  be 
removed  from  the  borders  of  the  road,  as  intercepting  the  sun  and  wind  from 
its  surface. 

If  the  soil  he  a  loose  sand,  a  coating  of  six  inches  of  clay  carted  upon  it, 
will  tie  the  most  efTective  and  cheapest  way  of  improving  it,  if  the  clay  can 
be  obtained  within  a  m<iderate  distance.  Only  oiiL-half  the  width  need  he 
covered  with  clay,  thus  forming  a  road  for  the  sunmier  travel,  leaving  the 
other  sandy  portion  untouched,  to  servo  for  the  travel  in  the  rainy  season. 

If  the  soil  he  an  adhesive  cliiy,  the  iipi)lication  of  siind  in  a  similar  manner 
will  produce  eipially  beneficial  results.  On  a  steep  hill  these  improvements 
will  he  particularly  valuable.     When  a  road  is  worn  down  into  hollows,  and 


ROADS. 


35 


rly  us 

pos- 

tlicm 

with 

iild  be 

ihun 

,  and 

l.l  be 

,  IVdiu 


rofjuip's  II  supply  of  new  mutfriiil,  its  scltTtioii  mIioiiI(1  be  inadc  with  irri'fit 
can-,  so  itiat  it  may  bo  us  irriivclly  as  possiblo,  and  «,'ntir(dy  Cruu  from  vi-gu- 
tabl<'  I'artli,  muck,  or  mould. 

No  sod  or  turf  slmiild  ever  bo  allnwcd  to  ronu'  upon  the  road,  In  fill  a 
hok'  or  rut,  or  in  any  other  way  ;  for,  lhoni,di  at  lir.st  d<jr("ptivt.'!y  toii(r|i, 
they  soon  decay  and  fonn  the  softest  mud.  Nor  should  tiie  road-maker  run 
into  the  other  extreme,  and  (ill  up  the  ruts  and  holes  with  stones,  which 
will  11' it  wear  uniformly  with  the  rest  of  the  road,  but  will  produce  hard 
bumps  and  ridi,'es. 

The  pliiuirh  anil  tlu?  scrajx-r  shoidd  never  be  used  in  rrpairimr  a  mad. 
Their  work  is  lar^e  in  (|uaiitity,  but  very  bad  in  (jiiality.  'I'lie  plough 
breaks  up  the  compact  surface,  which  tiine  and  travel  had  made  tolerable; 
and  th"  scrajier  dnif,'s  upon  the  road  from  the  side  ditclii's,  the  soil  and  allu- 
vial matter  which  the  rains  had  removed,  but  wiiich  this  implemiuit  obsti- 
nately returns  to  the  road. 

A  very  trood  substitute  for  the  scraper,  in  levclinuf  the  surface  nf  the  rnnd, 
cleariiiLT  it  of  stones,  and  fillinur  up  the  ruts,  consists  of  a  stick  of  timber,  shod 
with  iron,  and  attached  to  its  tniinue  or  mass  olili(juely,  so  that  it  is  drawn 
over  the  mad  "(piarterinir,"  and  throws  all  obstructions  to  one  sidi;.  The 
stick  may  be  six  feet  lung,  a  foot  wide,  and  six  inches  thick,  and  have 
secured  to  its  front  side  a  bar  of  iron  descending  half  an  inch  below  the 
wood. 

F'.very  hole  or  rut  sliould  at  once  be  filled  with  good  materials,  for  the 
v.'heeLs  fall  into  them  like  hammers,  deepening  them  at  each  stroke,  and 
thus  increasing  the  destructive  effect  of  the  next  wheel. 

The  resistance  decreases  as  the  breadth  of  the  tire  increases  on  com- 
pressible roads,  as  earth,  sand,  gravel,  &c. 


CiUESTIONS. 


1.  Wliiit  is  said  of  tlip  iiraili's  of  nn  ranli 
rix'il  '. 

V.'.   If'iw  slmiiM  its  ;-lia|)e  he  fliriiit'il  ? 

'i.  Ilciw  is  ilic  (Iniiiiiige  pcrliiriiit'il,  and 
wliat  an'  its  ciri'cts  '. 

•I.  What  is  (luru*  ill  case  the  soil  is  a  loose 
sand  or  an  adlu-sivc  clay  '. 

5.  How  tire  tlip  rats  and  licik's  in  aneartli 
road  to  1)0  (lllcd  iiji  ? 

(').    W'liy  is  turf  or  sod  unt  to  Iji'  aseil  '. 


7.  What  aro  the  olijcctions  to  stono  for 
filliiifi  nils  I 

8.  Why  is  tlio  plough  to  hn  rejected    in 
reiiairiiif,'  roads  ? 

y.  What  sahstitute  for  the  serai)er  is  re- 
coniini'iidcd  I. 

10.  Why   sluuild    nits    be    filled   iinino- 
dialily  >. 

11.  What  will  decrease  the  distance  on 
dirt  roads  i 


[The  Kiliiors  are  indelitiHt,  in  a  great  mea.siire,  for  what  is  most  nsefnl  in  tho.so  lessons 
to  ProlesMir  (;illes|>ie's  admirahle  work  on  road-making,  thai  ought  to  be  in  the  haiuis  of 
every  reading  fanner.] 


ON  THE  CONSTRUCTION  OF   PLANK  KOADS. 

PLAN,  MATlllUALS,  COST,  AND  DUUAIilLITY. 

WAsniMQTo.v,  Mun  2'j,  1S50. 

J.  S.  Pkinnku,  Ivsqlirk: 

Dkaii  Sir — In  n|»Iy  to  yours  of  tlit;  Hth  iiist.,  I  have  to  say  Mint  I  have 
s(M'ii  jilaiik  roiuls  coiLstructi'd,  and  have  milt!  on  them,  aiij  uni  iutt^rostud  in 
two  of  cons'KhTuldo  extent. 

Tlicre  arc  throo  of  these  mads  that  touch  on  my  farm,  anil  pass  on  it  over 
two  in'des.  They  are  the  hest  roails  iina^'inalde-— hetter  liy  far  than  tlie  hest 
jiaved  or  "macadamized"  road,  jileasunter  for  tlie  person  ridinjr,  easier  for 
the  animals,  and  far  less  destructive  to  the  carriaj^es  that  roll  upon  them. 

In  the  Statu  of  New  York  they  liave  adopted,  hy  common  con.sent,  a  jrrade 
of  not  over  one  foot  in  si.xfeen,  ami  this  is  rij^idly  adhered  to.  A  jrooil  span 
of  horses  will  draw,  on  a  road  of  that  grade,  a  hundred  hushels  of  wheat 
ilil.ty  miles  in  a  day  with  ease  ;  a  smart  span  of  horses  will  draw  forty  hun- 
dred forty  miles  a  day.  I  mean  hoiscs  nf  gnod  hieed,  action,  hone,  imi.-<cle, 
&e.,  hor.»es  that  will  weigh  when  in  goml  wnrking  order  nine  hundred  each. 

The  average  niotion  nf  the  stage  on  the.so  roads  i,s  eight  miles  an  hour. 

A  very  little  >Mnw — si.\  inches — is  i  imugh  to  make  cajiital  sleighing,  and 
yim  can  drive  in  ihe  night  a.^  well  as  in  th(,>  day,  for  the  horses  will  iii.-iiiu:t- 
ively  keep  the  road,  'i'iie  roads  are  usually  eighteen  feet  wide,  and  the  ci'utro 
of  it  oidy  is  coveieil  with  plank  eight  feet  long.  In  a  very  sandy  soil  there 
is  no  need  of  a  raised  I'oml,  as  the  porous  nature  of  the  soil  ahsorhs  the 
WafcT  without  the  aid  of  any  drain. 

In  other  soils  the  road  is  formed  like  a  turnjiike,  with  suitalde  well-formed 
drains  or  ditches  each  side,  giving  the  lie.-t  chaiu'C  for  the  water  to  run  off. 
The  intention  is,  to  have  iio  water  standing  on  the  roail  or  hy  its  sides.  Vour 
road  heing  thus  formed,  the  first  process  is,  to  lay  the  ".s/;///(/( / s"  as  at  AA. 
These  should  be  of  two  inch  plank  and  not  less  than  one  foot  wide,  and,  on 
every  account,  are  far  ]irefcralil('  to  sipiare  scantling.  'I'hcy  should  I"'  .-o  im- 
heildeil  in  tiif  road,  tiiat  the  soil  in'  material  of  the  road  shouhl  he  plump  u\\ 
to  and  even  with  their  upper  surface  ;  and  at  such  distance  a|)art,  say  four  feet 
from  centre  to  ci^ntrc,  as  that  the  wheels  of  the  carriage,  with  the  urdinary 
length  of  a.xle,  will  travel  over  the  centre  of  the  stringers.  These  stringers 
are  hoth  to  he  of  the  same  grade,  and  the  ,<ame  level. 

The  stringers  being  laid  for  a  short  distaii'/e  ahead,  the  planks  are  laid  on 
them.  Tn  do  this  with  accuracy,  two  jiaraUcl  lines  are  stretched  nn  tiie  out- 
side of  the  stringers,  eight  feet  ami  about  six  inches  apart.  The  tir.st  jilank 
that  is  laid,  will,  of  course,  touch  the  line  on  one  side,  while  its  other  end 
will  not  (juite  touch  th(:  opposite  line.  The  scconil  jdank  will  touch  tlie  line 
on  the  opposite  side,  and  h'avi'  a  sjiace  between  it,  ami  the  line  which  had 
been  touched  by  the  preceding  plaidi ;  and  sn  nn  alternately,  so  that  there 
will  be  •ijiKj  on  each  side  for  the  outside  wheel  to  catch  on,  and  recover  its 
jilaee  on  the  road,  wlieii  by  any  means  it  has  gdt  olf,  both  wheels  resting 
again  on  the  jilank  instead  of  cutliiig  a  rut  in  the  earth  at  the  end  of  them. 

When  the  jilank  is  laid,  the  stringers  mu>r  have  no  earth  or  other  matter 
or  luatcrial  on  tin  ir  surface;  and  each  plaid;  must  be  settled  with  a  "eoiii- 
mander,"  or  l.irg''  wiodt  ii  mallet,  until  it  ii  -t.-  Ilai  and  plumb  on  the  string- 
ers, and  solid  un  the  groiunl  fVom  end  t'l  i ml,  no  sj/aci;  being  left  for  air 
beneath  them.      Kach  plank  .  hould  be  laid  elo,-e  to  the  preceding  one,  and 


ON   TlIK   COXSTHUCTIOX   UV   I'LANK    UOADS. 


37 


88 


ON  THE   CO.VSTRUCTION   OF   I'LAXK   ROADS. 


driven  up  to  it  with  tlio  coinniandcr.  No  pinning  is  nccossiiry.  When  the 
road  is  thus  well  laid,  it  is  very  diiticult  to  raise  a  plank.  It  can  hardly  he 
done,  except  with  a  lever.  The  plank  heing  laid,  the  next  business  is  to  em- 
bank u  little  more  earth  on  the  sides  of  the  road,  so  as  to  raise  the  road  on 
each  side  at  leasL  tnree  or  four  inches  above  the  surface  of  the  plank.  It 
will  soon  pack  so  as  to  be  on  a  level,  and  should  not  be  permitted  to  be,  when 
packed,  lower  than  the  surface  of  the  phink — thus  the  planks  are  kept  from 
moving  endwise,  and  it  is  easy  to  get  the  wheel  of  the  wagon  on  to  the 
plank,  when  it  gets  off  when  one  carriage  is  passing  another,  or  otherwise. 

A\'here  there  is  no  lieavy  grading  and  not  an  unusual  amount  of  bridging, 
ami  where  plank  can  be  delivered  on  the  road  for  five  dollars  a  thousand,  one 
thoiisaiid  dollars  will  pay  for  making  a  mile  of  plank  road. 

Tiiere  is  some  inconvenience  and  some  additional  expense  in  cutting  the 
plank  only  eight  feet  long,  that  length  is  not  .suited  to  the  sled  on  which  the 
plank  is  brought  in  winter  from  the  woods  to  the  mill,  and  it  re((nires  a 
greater  number  of  logs  to  be  loaded  and  sawed  and  a  greater  number  of 
jilanks  to  be  handled.  This  inconvenience  may  be  obviated  by  cutting  the 
logs  of  any  convenient  length  ;  say  twelve  feet,  and  laying  the  plank  di- 
ini'nitillij  across  the  sleej.ers.  It  is  needless  to  add,  that  when  thus  laid,  the 
sluice-ways  are  covered  without  the  aid  of  cross  pieces.  This  mode  of  laying 
the  jilank  diagonally  h..s  net  found  much  favor,  but  it  is  thuught  that  jilanks 
thus  laid  will  wear  longer  than  if  at  right  angles  with  the  stringer.^,  and  that 
the  wheel  rolls  easier  on  a  jjlank  lengthwise,  or  partially  so. 

])Ut  if  this  mode  is  adopted,  it  is  desirable  that  Lhere  should  be,  at  inter>'als 
of  half  a  mile,  a  change  in  the  direction  of  the  planks,  as  is  illustrated  in  the 
diagram,  which  also  shows  the  position  of  the  stringers,  and  the  mode  iu 
wliieh  the  sluice  is  carried,  as  at  13.  Unless  there  is  this  change  in  the  di- 
rection of  the  plank,  the  wheels  of  the  carriage  will  crowd  and  grind  on  the 
same  >lioulder  of  the  ;ixle  and  the  same  linch  pin  all  the  time.  It  is  a  [irojuT 
j.recaution  to  have  "washers"  against  botli  the  shoulder  of  the  axle  and  the 
linch  ])in  always  covered  with  some  anti-friction  compositi(»n;  otherwise,  in  fast 
driving,  the  hub  of  the  whijel  will  heat.  There  is  iu  most  axles  what  is  called 
the  '•gather,"  that  is  an  inclination  which  induces  the  wheel  to  run  i<ii,  rather 
than  ';//'the  axle;  there  is  no  incunvenience  in  this  on  common  roads,  for 
its  effect  is  Continually  counteracted  by  the  ine(juality  of  the  road.  On  the 
plank  road,  where  the  planks  are  laid  at  right  angh's  with  the  stringers,  the 
tendmey  of  the  wheel  that  has  a  "gatlier"  in  its  axle,  is  continually  to  crowd 
tile  shoulder.  There  is  no  use  in  this  gather  anywhere,  and  it  is  jjarticularly 
injurious  on  plank  roads.  There  is  much  saving  in  sawing  the  logs  through 
and  through,  and  then  edging  the  plank;  and  there  is  no  need  that  the  jdank 
slioulil  have  s((uareand  lull  corners  on  each  side;  it  is  enough  if,  on  the  under 
side  of  the  plank,  both  bottom  edges  are  straight,  for  an  inch  of  its  width,  fronj 
end  to  end.  The  "r7//h"  on  the  upj)er  side,  will  inunediately  (ill  with  dirt; 
but  it  is  well  not  to  place  two  waney  planks  together,  and  always  lay  the 
wauey  side  of  the  plank  up.  AVaney  is  a  word  in  common  use,  as  distin- 
guished from  straight.  As  to  the  durability  of  these  jtlank  roads,  the  esti- 
mate is,  that  they  will  re(iuire  to  be  covered  once  in  seven  or  eight  years, 
unless  there  is  so  much  travel  as  to  wear  out  the  jilank  sooner,  wliieh  is  an 
event  devimtly  to  be  wished;  but  the  stringers,  being  continually  moist  and 
nearlv  excluded  from  the  air,  will  outlast  three  coverinirs. 

1  have  no  doub'  that,  in  thv,  fice  use  of  jailverized  cliarcoal,  or  some  other 
antistptic  material  to  imbed  the  plank  in,  the  means  will  be  devised  of  saving 
the  plank  from  rotting;  and  1  have  no  doubt  tiiat  a  thin  coat  of  hot  pitch,  on 
the  top  of  the  planks,  with  gravel  sifted  on,  would  iu  a  great  degree  prevent 
the  planks  from  wearing  out. 


ON   THE  CONSTRUCTION  OF   PLANK   ROADS. 


39 


In  common  roads,  ■where  lumber  is  plenty,  the  plank  road  is  the  greatest 
improvement  that  has  yet  been  made ;  and  we,  wlio  have  spent  most  of  our 
days  where,  in  the  spring  and  fall,  the  roads  were  nearly  impassaljle,  and  iu 
the  summer  none  too  good,  are  impatient  when  we  retieet  how  much  needless 
toil  and  expense  we  have  undergone,  and  how  much  we  have  sutlereil,  by 
being  yihvd  over  e(n-duroy  roads.  1  have  no  doubt  that  a  plank  road  from 
AUwny  to  Sackett's  Harbor  would  have  saved  the  government,  during  the 
war  of  I(S12,  ten  millions  of  dollars. 

The  toll  house  should  extend  across  the  road,  so  that  when  the  traveller 
stops  to  pay  toll,  he  should  be  under  the  shelter  of  the  roof,  and  it  is  desira- 
bk",  that  it  should  be  a  comfortable  dwelling,  with  cellar  and  cistern,  and 
well  and  giirdeii,  und  tlieu  the  phuik  road  company  will  be  more  likely  to 
obtain  i\\v.  services  of  a  civil,  respectable,  and  !ionest  family,  to  tend  their 
gate.  'J'lie  gate  should  '■^Hwiiitj" — accidents  are  apt  to  occur  if  the  gate  is 
nnnle  to  rise.  1  have  thus,  1  believe,  given  an  answer,  i)erh:ips  too  tedious 
and  minute,  to  your  inriuiries. 

i  remain,  with  great  respect,  your  obedieni  .servant, 

CllAllLES  E.  CLARKE. 


AVe  have  deemed  it  best  to  add  the  aljove  to  >Ir.  Kingsford's  essay,  being 
desirous  that  the  reader  sliould  possess  all  that  is  in  our  j)osse.ssion  on  the 
Hubjecl.  If  there  be  any  discrepancy  in  the  suggestions  of  ditlerent  writers, 
lu'  r:iu  decide  for  himself.  On  tlie  whole,  with  the  statistics  and  directions 
hen^  given,  any  man,  (U-  company,  nniy,  we  apprehend,  decide  as  to  the 
cost  and  e.vpeijicney  nf  building  a  jiLink  road;  and  with  such  directiuiis  and 
diagnims,  any  good  carpenter  can  execute  the  work. 


THE   MOULDEBART. 


The  implement  here  illustrateil,  is  now  nmre  generally  known  than  it  was 
twenty-six  years  ago,  when  the  present  Ivlitor  nf  the  i'liuigii,  the  Loom,  and 
the  .\uvil,  eaused  it  to  be  engraved  for  the  American  Earmer,  from  a  work, 
then  recently  publisheil,  on  El-KMisit  lIisisANlntv. 

It  seems  to  have  served  as  a  nnidel  fur  scrapers  usihI  in  the  construction 
of  turnjiike  and  other  roads,  water-ponds  for  cattle,  iVe.,  and  it  is  obvious  that 
such  an  iniplenieut  would  be  highly  useful  for  many  purposes,  besides  making 
jilaidv  and  other  ro;i(ls,  where  loosened  earth  is  to  be  moved  to  a  short  dis- 
tance. I>y  its  means,  fir  example,  old  dunghills  and  farm  yards,  being 
ploiii;he(l  up,  nitiy  be  (|uicli Iv  collecte(l  in  masses,  ready  foi-  being  transported 
liy  oilier  conveyances  to  any  distance.  It  might  be  iised  too  fir  constructing 
rough  ditches,  and  for  collecting  tlu'  ploughed  earthen  head-lands  for  making 

COIMpO.-itS. 

The  author  of  the  woi'k  on  l''leinish  Husbandry  says,  "Too  much  cannot 
lie  saiil  in  favour  of  its  etiicaey  in  removing  soil  from  one  part  of  the  fiehl  to 
another,  in  the  easiest  and  most  t>xpeditious  niaiuier,  which  has  estalili>hed 
its  general  use  in  Maiidcrs,  and  ought  to  recommend  it  everywhere.  The 
jicrson  \vhu  drives  with  long  rein.s,  by  pressing  moderately  on  tiie  handle  as 


40 


THE   MOULDEBART. 


If 


tlio  horses  go  forwaril,  collects  and  transports  about  five  cwt.  of  earth  to  the 
place  where  it  is  to  be  deposited ;  which  is  effected  in  the  most  siuniiuiry 
manner,  by  his  letting  go  the  handle.  This  causes  the  front  or  edge  of  the 
machine  to  dip  and  catch  against  the  ground,  whereby  it  is  at  once  inverted 
and  emptied  of  its  load.  The  extremity  of  the  handle,  to  which  a  rope  is 
affixed,  by  this  inversion,  strikes  against  and  rests  on  the  swingle  tree  bar, 
and  in  tnis  manner  the  Mouldebart  is  drawn  along  towards  the  accumulated 
earth,  when,  by  taking  up  the  rope,  the  driver  draws  back  the  handle,  collects 
his  load  as  before,  proceeds  to  the  spot  which  is  to  receive  it,  and  the  horses 
are  never  for  a  moment  delayed." 

Ik  should  be  shod  with  iron  on  the  lower  front  side,  and  is  drawn  by  a  pair 
of  horses  or  oxen  with  swingle  trees. 

We  hope  the  representation  of  this  implement  will  not  be  deemed  inappro- 
priate in  this  connection.  To  some  it  may  be  new  even  now,  thougli  not  to 
the  extent  that  it  was  when  presented  to  the  public  eye  so  many  years  since. 

There  is  nothing  that  contributes  more  to  good  and  efficient  management, 
than  to  have  an  abundance  of  good  and  efficient  implements  and  machinery: 
a  point  in  which  most  farms  are  sadly  deficient;  and  especially  in  regions  of 
country  where  circumstances  compel  the  agriculturist  to  cultivate  only  such 
things  as  will  bear  keeping  and  transjiorting  to  distant  markets,  in  sueh 
case,  so  much  is  extracted  -..nd  borne  away  from  the  land,  and  so  little  restored 
to  it,  that  the  land  and  its  owner  become  poor  together,  and  bud  machinery 
and  decay  take  the  place  of  enterprise  and  good  implements. 


THE  END. 


tr^t  f   ^  I 


